U.S. patent number 8,772,960 [Application Number 13/470,778] was granted by the patent office on 2014-07-08 for power transmitting and receiving system for vehicle.
This patent grant is currently assigned to Denso Corporation. The grantee listed for this patent is Ichiro Yoshida. Invention is credited to Ichiro Yoshida.
United States Patent |
8,772,960 |
Yoshida |
July 8, 2014 |
Power transmitting and receiving system for vehicle
Abstract
A power transmitting and receiving system for a vehicle
includes: an information communication device for
transmitting/receiving vehicle positional relation specifying
information; a power transmitting/receiving antenna for wirelessly
transmitting/receiving an electric power between vehicles; a
directionality specifying information transmitting/receiving device
for transmitting/receiving directionality specifying information of
the power transmitting/receiving antenna between vehicles; and an
antenna directionality controller for controlling the
directionality of the power transmitting/receiving antenna of the
vehicles based on the vehicle positional relation specifying
information and the directionality specifying information of the
vehicles, so that the power transmitting/receiving antenna of the
vehicle faces the power transmitting/receiving antenna of another
vehicle.
Inventors: |
Yoshida; Ichiro (Takahama,
JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
Yoshida; Ichiro |
Takahama |
N/A |
JP |
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Assignee: |
Denso Corporation (Kariya,
JP)
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Family
ID: |
47218753 |
Appl.
No.: |
13/470,778 |
Filed: |
May 14, 2012 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20120299373 A1 |
Nov 29, 2012 |
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Foreign Application Priority Data
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May 23, 2011 [JP] |
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2011-114686 |
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Current U.S.
Class: |
307/9.1;
307/104 |
Current CPC
Class: |
B60L
53/126 (20190201); H02J 50/80 (20160201); B60L
53/38 (20190201); H02J 50/12 (20160201); H02J
7/025 (20130101); B60L 53/36 (20190201); H02J
50/90 (20160201); Y02T 90/12 (20130101); Y02T
10/70 (20130101); H02J 7/00 (20130101); Y02T
90/16 (20130101); Y02T 90/14 (20130101); Y02T
10/7072 (20130101); H02J 7/00302 (20200101) |
Current International
Class: |
B60L
1/00 (20060101); B60L 3/00 (20060101); H02G
3/00 (20060101) |
Field of
Search: |
;307/9.1,104 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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A-1-298901 |
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Dec 1989 |
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JP |
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A-7-236204 |
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Sep 1995 |
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JP |
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A-8-103039 |
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Apr 1996 |
|
JP |
|
A-2002-74577 |
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Mar 2002 |
|
JP |
|
A-2010-68632 |
|
Mar 2002 |
|
JP |
|
A-2005-168085 |
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Jun 2005 |
|
JP |
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A-2005-210843 |
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Aug 2005 |
|
JP |
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A-2010-35333 |
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Feb 2010 |
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JP |
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A-2010-68657 |
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Mar 2010 |
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JP |
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A-2010-132088 |
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Jun 2010 |
|
JP |
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Other References
Japanese Office Action issued in Japanese Patent Application No.
2011-114686 dated Apr. 23, 2013 (w/translation). cited by
applicant.
|
Primary Examiner: Amaya; Carlos
Attorney, Agent or Firm: Oliff PLC
Claims
What is claimed is:
1. A power transmitting and receiving system for a vehicle
comprising: an information communication device for communicating
with another vehicle by transmitting and receiving vehicle
positional relation specifying information, which includes:
longitudinal inter-vehicle distance specifying information for
specifying a distance between the vehicle and the another vehicle
in front of or behind the vehicle; and lateral displacement amount
specifying information for specifying an amount of lateral
displacement between the vehicle and the another vehicle; a power
transmitting and receiving antenna, which has a controllable
directionality, transmits wirelessly an electric power of the
vehicle to the another vehicle, and receives wirelessly an electric
power of the another vehicle; a directionality specifying
information transmitting and receiving device for transmitting
directionality specifying information for specifying a
directionality of the power transmitting and receiving antenna of
the vehicle to the another vehicle and for receiving directionality
specifying information for specifying a directionality of a power
transmitting and receiving antenna of the another vehicle; an
antenna directionality controller for controlling the
directionality of the power transmitting and receiving antenna of
the vehicle and a directionality of the power transmitting and
receiving antenna of the another vehicle based on the vehicle
positional relation specifying information, the directionality
specifying information of the power transmitting and receiving
antenna of the vehicle, and the directionality specifying
information of the power transmitting and receiving antenna of the
another vehicle so that the power transmitting and receiving
antenna of the vehicle faces the power transmitting and receiving
antenna of the another vehicle; a light-emitting device for
emitting spot light from a center of the power transmitting and
receiving antenna; and a driving controller for controlling a
driving condition of the vehicle and a driving condition of the
another vehicle so that the spot light emitted from the
light-emitting device of the vehicle coincides with the center of
the power transmitting and receiving antenna of the another
vehicle, or the spot light emitted from the light-emitting device
of the another vehicle coincides with the center of the power
transmitting and receiving antenna of the vehicle, wherein, when
the driving controller confirms that the spot light emitted from
the light-emitting device of the vehicle coincides with the center
of the power transmitting and receiving antenna of the another
vehicle, the driving controller automatically controls the driving
condition of the vehicle so as to maintain a confirmed state,
wherein the antenna directionality controller controls the
directionality of the power transmitting and receiving antenna of
the vehicle and the directionality of the power transmitting and
receiving antenna of the another vehicle after the driving
controller controls the spot light emitted from the vehicle to
coincide with the center of the power transmitting and receiving
antenna of the another vehicle, or the driving controller controls
the spot light emitted from the another vehicle to coincide with
the center of the power transmitting and receiving antenna of the
vehicle, and wherein, when the power transmitting and receiving
antenna of the vehicle does not face the power transmitting and
receiving antenna of the another vehicle, directionality adjustment
request information including an adjustment amount of the
directionality necessary for facing the power transmitting and
receiving antenna of the vehicle and the power transmitting and
receiving antenna of the another vehicle mutually is transmitted to
the another vehicle.
2. The power transmitting and receiving system according to claim
1, wherein the power transmitting and receiving antenna transmits
and receives the electric power wirelessly in a resonance induction
manner.
3. The power transmitting and receiving system according to claim
1, wherein the lateral displacement amount specifying information
is defined as information of a distance between a center position
of the vehicle in a lateral direction and a position of the power
transmitting and receiving antenna arranged in the vehicle.
4. The power transmitting and receiving system according to claim
1, wherein the driving controller automatically controls the
driving condition of each of the vehicle and the another vehicle
while the power transmitting and receiving antenna transmits or
receives the electric power.
5. The power transmitting and receiving system according to claim
1, further comprising: a selector for selecting whether the vehicle
transmits the electric power to the another vehicle or the vehicle
receives the electric power from the another vehicle.
Description
CROSS REFERENCE TO RELATED APPLICATION
This application is based on Japanese Patent Application No
2011-114686 filed on May 23, 2011, the disclosure of which is
incorporated herein by reference.
TECHNICAL FIELD
The present disclosure relates to a power transmitting and
receiving system for vehicles. The system enables a vehicle to
wirelessly transmit power of the vehicle to another vehicle and
enables a vehicle to wirelessly receive power from another
vehicle.
BACKGROUND
So-called electric vehicles that run on power charged to an
in-vehicle battery are becoming popular in recent years. However,
such electric vehicles have a difficulty that power becomes
insufficient while the vehicle is running or the in-vehicle battery
is damaged due to over-charging.
In order to solve this difficulty, as is disclosed, for example, in
Patent Document 1, there is a technique of enabling a vehicle to
wirelessly receive a supply of power from an outside source when
power becomes insufficient and conversely enabling a vehicle to
wirelessly supply power to an outside source when there is power to
spare.
Also, for a system of this type, as is disclosed, for example, in
Patent Document 2, there is a technique of making wireless power
transmission and reception between vehicles feasible. Incidentally,
in a case where wireless power transmission and reception is
performed between vehicles, in particular, power cannot be
transmitted and received efficiently unless running of each vehicle
is controlled at a high degree of accuracy. Patent Document 1:
JP-A-2005-210843 Patent Document 2: JP-A-2005-168085
SUMMARY
It is an object of the present disclosure to provide a power
transmitting and receiving system for vehicle enabling vehicles to
wirelessly transmit and receive power efficiently in a case where
wireless vehicle-vehicle power transmission and reception is
performed.
According to an aspect of the present disclosure, a power
transmitting and receiving system for a vehicle includes: an
information communication device for communicating with another
vehicle by transmitting and receiving vehicle positional relation
specifying information, which includes: longitudinal inter-vehicle
distance specifying information for specifying a distance between
the vehicle and the another vehicle in front of or behind the
vehicle; and lateral displacement amount specifying information for
specifying an amount of lateral displacement between the vehicle
and the another vehicle; a power transmitting and receiving
antenna, which has a controllable directionality, transmits
wirelessly an electric power of the vehicle to the another vehicle,
and receives wirelessly an electric power of the another vehicle; a
directionality specifying information transmitting and receiving
device for transmitting directionality specifying information of
the power transmitting and receiving antenna of the vehicle to the
another vehicle and for receiving directionality specifying
information of a power transmitting and receiving antenna of the
another vehicle; and an antenna directionality controller for
controlling the directionality of the power transmitting and
receiving antenna of the vehicle and a directionality of the power
transmitting and receiving antenna of the another vehicle based on
the vehicle positional relation specifying information, the
directionality specifying information of the vehicle, and the
directionality specifying information of the another vehicle so
that the power transmitting and receiving antenna of the vehicle
faces the power transmitting and receiving antenna of the another
vehicle.
In the above system, it becomes possible to efficiently transmit
and receive power wirelessly between vehicles.
BRIEF DESCRIPTION OF THE DRAWINGS
The above and other objects, features and advantages of the present
disclosure will become more apparent from the following detailed
description made with reference to the accompanying drawings. In
the drawings:
FIG. 1 is a diagram schematically showing an overall configuration
of a power transmitting and receiving system for vehicle according
to a first embodiment;
FIG. 2 is a functional block diagram schematically showing a
configuration of the power transmitting and receiving device;
FIG. 3 is a diagram showing an example of charge and discharge
characteristics of an in-vehicle battery;
FIG. 4 is a diagram schematically showing a configuration of an
antenna drive device;
FIG. 5 is a diagram describing an amount of horizontal displacement
(Part 1);
FIG. 6 is a diagram describing an amount of horizontal displacement
(Part 2);
FIG. 7 is a diagram showing an example of a configuration to
recognize a center portion of a vehicle-vehicle power transmitting
and receiving antenna (Part 1);
FIG. 8 is a diagram showing another example of the configuration to
recognize the center portion of the vehicle-vehicle power
transmitting and receiving antenna (Part 2);
FIG. 9 is a diagram showing still another example of the
configuration to recognize the center portion of the
vehicle-vehicle power transmitting and receiving antenna (Part
3);
FIG. 10 is a functional block diagram schematically showing a
configuration of an information center;
FIG. 11 is a diagram schematically showing a configuration of a
power transmitting and receiving area (Part 1);
FIG. 12 is a diagram schematically showing a configuration of the
power transmitting and receiving area (Part 2);
FIG. 13 is a flowchart showing an example of an operation content
of the power transmitting and receiving system for vehicle;
FIG. 14 is a flowchart showing an example of a content of antenna
orientation adjustment processing;
FIGS. 15A through 15D are diagrams visually showing the operation
content;
FIGS. 16A through 16C are diagrams used to describe a manner in
which an energy balance changes with running of a vehicle;
FIG. 17 is a diagram showing a configuration of an information
center corresponding to FIG. 10 according to a second
embodiment;
FIG. 18 is a diagram showing a configuration of a power
transmitting and receiving area corresponding to FIG. 11;
FIG. 19 is a diagram visually showing the operation content
corresponding to FIG. 15D according to a modification;
FIGS. 20A and 20B are diagrams describing different running
patterns (Part 1);
FIG. 21 is a diagram used to deCorrected, DD.scribe a level of need
for vertical angle adjustment and control on antennas;
FIGS. 22A through 22D are diagrams describing different running
patterns (Part 2);
FIG. 23 is a flowchart showing a control content;
FIGS. 24A through 24C are diagrams describing different running
patterns (Part 3); and
FIG. 25 is a diagram describing a computation method of a
horizontal adjustment angle of antennas.
DETAILED DESCRIPTION
First Embodiment
Hereinafter, a first embodiment will be described with reference to
FIG. 1 through FIG. 16C. FIG. 1 is a view schematically showing
chiefly an overall configuration of a power transmitting and
receiving system 10 for vehicle.
The power transmitting and receiving system 10 includes power
transmitting and receiving devices installed to respective vehicles
(in this case, a power transmitting and receiving device 12a
installed to an own vehicle 11a and a power transmitting and
receiving device 12b installed to one other vehicle 11b) and an
information center 13 capable of communicating with the power
transmitting and receiving device 12a (12b) via a wireless
communication channel.
Firstly, a configuration of the power transmitting and receiving
device 12a (12b) will be described with reference to FIG. 2.
Because the power transmitting and receiving device 12a and the
power transmitting and receiving device 12b are of the same
configuration, components forming the power transmitting and
receiving device 12b are put in brackets in the following
description of the configuration.
The power transmitting and receiving device 12a (12b) is formed of
a main controller 14a (14b) as a core, a power control device 15a
(15b), a positioning device 16a (16b), a display device 17a (17b),
an in-vehicle speaker 18a (18b), a storage device 19a (19b), an
antenna drive device 20a (20b), a running information detection
system 21a (21b), a vehicle-vehicle power transmitting and
receiving antenna 22a (22b) equivalent to power transmitting and
receiving antenna, a vehicle-infrastructure power transmitting and
receiving antenna 23a (23b), a vehicle-vehicle information
communication antenna 24a (24b), a vehicle-center information
communication antenna 25a (25b), and so forth.
The main controller 14a (14b) is chiefly formed of a CPU (not
shown) and controls general operations of the power transmitting
and receiving device 12a (12b). As the main controller 14a (14b)
runs a power transmission and reception control program, the power
transmitting and receiving device 12a (12b) virtually implements
the following portions via software: a longitudinal inter-vehicle
distance determination processing portion 31a (31b), a horizontal
displacement amount determination processing portion 32a (32b), an
information communication processing portion 33a (33b) equivalent
to information communication means, an orientation specifying
information transmission and reception processing portion 34a (34b)
equivalent to orientation specifying information transmission and
reception means, an antenna orientation change processing portion
35a (35b) equivalent to antenna orientation changing means, and a
running control processing portion 36a (36b) equivalent to running
control means.
The power control device 15a (15b) includes a power transmission
and reception processing circuit, a power conversion processing
circuit, and a state-of-charge monitoring circuit, none of which is
shown herein. When power transmission and reception is performed
(when power is transmitted and received) wirelessly between the own
vehicle 11a and the other vehicle 11b, the power control device 15a
(15b) sets a resonant frequency by changing a setting (circuit
constant or the like) of the power transmission and reception
processing circuit to be compatible with a frequency (power
transmitting and receiving frequency) used for the power
transmission and reception. Also, the power control device 15a
(15b) converts power received from an outside source to a voltage
(magnitude and waveform) suitable to charge an in-vehicle battery
41a (41b) by means of the power conversion processing circuit.
Various power transmitting and receiving frequencies are under
review for wireless power transmission and reception. Accordingly,
the power conversion processing circuit performs conversion
processing according to various power transmitting and receiving
frequencies.
In a case where transmission and reception of a set amount of power
fails, the power control device 15a (15b) records a difference
between a set value (target value) and an actual value (an amount
of actually transmitted and received power). The power control
device 15a (15b) is also furnished with a function of controlling
the in-vehicle battery 41a (41b) to operate in a stable manner by
performing charge control on respective cells in the in-vehicle
battery 41a (41b) to bring the respective cells in a proper charge
balance. The power control device 15a (15b) monitors a state of the
in-vehicle battery 41a (41b) on a cell-by-cell basis by means of
the state-of-charge monitoring circuit and the state-of-charge
monitoring circuit outputs abnormality information to the power
control device 15a (15b) in the event of an abnormality in charge
balance or temperature of the respective cells.
The in-vehicle battery 41a (41b) has charge and discharge
characteristics (a charge characteristic and a discharge
characteristic) as is shown, for example, in FIG. 3. More
specifically, the in-vehicle battery 41a (41b) has a region (a
linear transition region) in which a voltage makes linear
transitions between a maximum voltage value allowed as a voltage
value (an amount of storage) after charging (a maximum allowable
voltage value Vmax indicated by an alternate long and short dash
line in FIG. 3) and a minimum voltage value allowed as a voltage
value (an amount of storage) after discharging (a minimum allowable
voltage value Vmin indicated by an alternate long and short dash
line in FIG. 3). In a case where a state of charge of the
in-vehicle battery 41a (41b) turns to a predetermined state, the
power control device 15a (15b) performs a predetermined warning
operation.
More specifically, when a voltage across the in-vehicle battery 41a
(41b) nearly exceeds the maximum allowable voltage value Vmax, the
power control device 15a (15b) performs a predetermined warning
operation. In this case, the power control device 15a (15b) warns a
driver of the vehicle 11a (11b) that charging of the in-vehicle
battery 41a (41b) is stopped and discharging of the in-vehicle
batter 41a (41b) is started by a display output on the display
device 17a (17b) or a sound output from the in-vehicle speaker 18a
(18b). Alternatively, it may be configured in such a manner that,
with this warning operation, the power control device 15a (15b)
automatically stops charging of the in-vehicle battery 41a (41b)
and automatically starts discharging of the in-vehicle battery 41a
(41b).
Also, when a voltage across the in-vehicle battery 41a (41b) nearly
falls below the minimum allowable voltage value Vmin, the power
control device 15a (15b) performs a predetermined warning
operation. In this case, the power control device 15a (15b) warns a
driver of the vehicle 11a (11b) that discharging of the in-vehicle
battery 41a (41b) is stopped and charging of the in-vehicle battery
41a (41b) is started by a display output on the display device 17a
(17b) or a sound output from the in-vehicle speaker 18a (18b).
Alternatively, it may be configured in such a manner that, with
this warning operation, the power control device 15a (15b)
automatically stops discharging of the in-vehicle battery 41a (41b)
and automatically starts charging of the in-vehicle battery 41a
(41b).
Upon receipt of a satellite signal sent from an unillustrated
positioning satellite (for example, a GPS satellite or a GLONASS
satellite), the positioning device 16a (16b) performs an arithmetic
operation (positioning) by extracting parameters from the satellite
signal to acquire actual position information (information
specifying an actual position) of the power transmitting and
receiving device 12a (12b) and hence the vehicle 11a (11b)
incorporating the power transmitting and receiving device 12a
(12b). Also, the positioning device 16a (16b) is furnished with a
dead-reckoning navigation function of estimating a moving direction
of the vehicle 11a (11b) on the basis of detection values from
unillustrated speed sensor and gyro sensor, and an external
environment recognition function of recognizing traffic signs,
buildings, and white road lines by analyzing an image captured by
an unillustrated in-vehicle camera. By also using these functions,
the positioning device 16a (16b) becomes able to determine an
actual position of the power transmitting and receiving device 12a
(12b) and hence the vehicle 11a (11b) incorporating the power
transmitting and receiving device 12a (12b) at a high degree of
accuracy.
The display device 17a (17b) is formed, for example, of a liquid
crystal display, and according to a display output command signal
inputted therein from the main controller 14a (14b), the display
device 17a (17b) displays thereon various types of information
corresponding to the display output command.
The in-vehicle speaker 18a (18b) is connected to the main
controller 14a (14b) via an unillustrated sound controller, and
according to a sound output command signal inputted therein from
the main controller 14a (14b), the in-vehicle speaker 18a (18b)
outputs various types of sound information corresponding to the
sound output command.
The storage device 19a (19b) is formed of various storage media,
such as a memory and a hard disk drive, and stores therein various
types of data and information.
As is shown in FIG. 4, the antenna drive device 20a (20b) changes
an orientation of the coil-shaped vehicle-vehicle power
transmitting and receiving antenna 22a (22b) about a horizontal
axis 51a (51b) within a predetermined range in a vertical direction
and about a vertical axis 52a (52b) within a predetermined range in
a horizontal direction. In this case, the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) is housed in a
protection case 53a (53b) used to protect the vehicle-vehicle power
transmitting and receiving antenna 22a (22b). However, it may be
configured in such a manner that the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) is not housed in the
protection case 53a (53b).
The antenna drive device 20a (20b) includes a vertical actuator 54a
(54b) and a horizontal actuator 55a (55b). The vertical actuator
54a (54b) changes an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) within a predetermined
range in a vertical direction by vertically turning the protection
case 53a (53b) in which the vehicle-vehicle power transmitting and
receiving antenna 22a (22b) is housed. Also, the horizontal
actuator 55a (55b) changes an orientation of the vehicle-vehicle
power transmitting and receiving antenna 22a (22b) within a
predetermined range in a horizontal direction by horizontally
turning the protection case 53a (53b) in which the vehicle-vehicle
power transmitting and receiving antenna 22a (22b) is housed. In
other words, the vertical actuator 54a (54b) and the horizontal
actuator 55a (55b) change an orientation of the vehicle-vehicle
power transmitting and receiving antenna 22a (22b) not directly but
change an orientation of the vehicle-vehicle power transmitting and
receiving antenna 22a (22b) indirectly via the protection case 53a
(53b).
The antenna drive device 20a (20b) is provided with an
unillustrated rotation angle sensor. An angle of rotation (an
amount of turning in a vertical direction and an amount of turning
in a horizontal direction) of the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) can be detected by
this rotation angle sensor. The main controller 14a (14b) of the
power transmitting and receiving device 12a (12b) recognizes an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22a (22b) on the basis of a detection value of this
rotation angle sensor.
Also, a light-emitting device 56a (56b) equivalent to
light-emitting means is installed at a center portion of the
vehicle-vehicle power transmitting and receiving antenna 22a (22b).
The light-emitting device 56a (56b) emits a spot of light having a
directivity along an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) (a normal to the
coil-shaped vehicle-vehicle power transmitting and receiving
antenna 22a (22b), leftward in a state shown in FIG. 4) from the
center of the vehicle-vehicle power transmitting and receiving
antenna 22a (22b). The light-emitting device 56a (56b) is installed
on a surface (outer surface) of the protection case 53a (53b) in
which the vehicle-vehicle power transmitting and receiving antenna
22a (22b) is housed. Hence, an orientation (light-emitting
direction) of the light-emitting device 56a (56b) is also changed
within a predetermined range in a vertical direction and within a
predetermined range in a horizontal direction with the orientation
of the vehicle-vehicle power transmitting and receiving antenna 22a
(22b).
Also, an infrared camera 57a (57b) for use of antenna center
detection is provided in the vicinity of the vehicle-vehicle power
transmitting and receiving antenna 22a (22b). The infrared camera
57a (57b) is installed in such a manner that an image-capturing
direction by an infrared ray is an outward direction (substantially
leftward in FIG. 4) from the vehicle 11a (11b). The image-capturing
direction of the infrared camera 57a (57b) is changeable within a
predetermined range.
It may be configured in such a manner that the antenna drive device
20a (20b) as described above is provided also to antennas other
than the vehicle-vehicle power transmitting and receiving antenna
22a (22b), such as the vehicle-infrastructure power transmitting
and receiving antenna 23a (23b), the vehicle-vehicle information
communication antenna 24a (24b), and the vehicle-center information
communication antenna 25a (25b).
The running information detection system 21a (21b) has
unillustrated various devices (for example, an engine control
device, a brake control device, a transmission control device, and
an in-vehicle camera device), unillustrated various sensors (for
example, an acceleration sensor, a speed sensor, an accelerator
sensor, and a seating sensor), and unillustrated various switches
(for example, an accessory switch, an ignition switch, a door
switch, and a door lock switch). The running information detection
system 21a (21b) inputs various types of information detected by
these devices, sensors, and switches into the main controller 14a
(14b) as running information indicating a running condition of the
vehicle.
The vehicle-vehicle power transmitting and receiving antenna 22a
(22b) is formed in such a manner that an orientation thereof is
changeable by the antenna drive device 20a (20b) as described
above. From and at the vehicle-vehicle power transmitting and
receiving antenna 22a (22b), power that the own vehicle 11a holds
(power stored in the in-vehicle battery 41a of the own vehicle 11a)
is transmitted wirelessly to the other vehicle 11b and/or power
that the other vehicle 11b holds (power stored in the in-vehicle
battery 41b of the other vehicle 11b) is received wirelessly by the
own vehicle 11a.
In this case, as is shown in FIG. 2, the following antennas are
provided as the vehicle-vehicle power transmitting and receiving
antenna 22a (22b): a front power transmitting and receiving antenna
22a1 (22b1) installed in a front portion (for example, an upper
part of a front bumper) of the vehicle 11a (11b), a rear power
transmitting and receiving antenna 22a2 (22b2) installed in a rear
portion (for example, the inside of a door of a rear trunk) of the
vehicle 11a (11b), a left power transmitting and receiving antenna
22a3 (22b3) installed in a left portion (for example, the inside of
a left door) of the vehicle 11a (11b), and a right power
transmitting and receiving antenna 22a4 (22b4) installed in a right
portion (for example, the inside of a right door) of the vehicle
11a (11b). Herein, wireless power transmission and reception by the
vehicle-vehicle power transmitting and receiving antenna 22a (22b)
is performed by resonance induction.
The vehicle-infrastructure power transmitting and receiving antenna
23a (23b) performs wireless power transmission and reception
between the vehicle 11a (11b) and unillustrated power transmitting
and receiving facilities provided in various regions. In other
words, the vehicle 11a (11b) can perform wireless power
transmission and reception not only with the other vehicle but also
with power transmitting and receiving devices provided in various
regions as infrastructure facilities.
The vehicle-vehicle information communication antenna 24a (24b)
enables a wireless exchange (transmission and reception) of various
types of information between the vehicles 11a and 11b. Examples of
information transmitted and received by the vehicle-vehicle
information communication antenna 24a (24b) include but not limited
to a vehicle ID allocated to the vehicle 11a (11b), actual position
information of the vehicle 11a (11b), information on the
vehicle-vehicle power transmitting and receiving antenna 22a (22b),
a power transmission request signal requesting a supply
(transmission) of power to the other vehicle, and a power reception
request signal requesting a supply (reception) of power from the
other vehicle. Examples of the information on the vehicle-vehicle
power transmitting and receiving antenna 22a (22b) include but not
limited to a size, a resistance value, impedance, and an amount of
transceivable power (an allowable output value) of a coil forming
the vehicle-vehicle power transmitting and receiving antenna 22a
(22b).
It is preferable to adopt narrowed communications, for example,
DSRC (Dedicated Short Range Communications), for communications by
the vehicle-vehicle information communication antenna 24a (24b)
because it becomes difficult for a communication failure, such as
interference, to occur. By adopting communications using highly
directional radio waves or light for communications by the
vehicle-vehicle information communication antenna 24a (24b), it
becomes possible to make it more difficult for a communication
failure, such as interference, to occur.
The vehicle-center information communication antenna 25a (25b)
enables an exchange (transmission and reception) of various types
of information (state-of-charge specifying information, power
transmission command information, and power reception command
information, all of which will be described below) between the
vehicle 11a (11b) and the information center 13 via a wireless
communication channel.
The longitudinal inter-vehicle distance determination processing
portion 31a (31b) determines a distance between the own vehicle 11a
and the other vehicle 11b in front of or behind the own vehicle 11a
(an inter-vehicle distance in a direction along a longitudinal
direction or a moving direction of the vehicles) and outputs the
determined distance (longitudinal inter-vehicle distance) as
longitudinal inter-vehicle distance specifying information.
Various configurations can be adopted as a configuration to
determine the longitudinal inter-vehicle distance. For example, it
may be configured in such a manner that the longitudinal
inter-vehicle distance determination processing portion 31a (31b)
determines a longitudinal inter-vehicle distance on the basis of an
actual position of the own vehicle 11a and an actual position of
the other vehicle 11b. Alternatively, it may be configured in such
a manner that the longitudinal inter-vehicle distance determination
processing portion 31a (31b) determines a longitudinal
inter-vehicle distance on the basis of a time taken by an
electromagnetic wave outputted toward the other vehicle 11b (own
vehicle 11a) from an unillustrated in-vehicle radar for use of
longitudinal inter-vehicle distance determination or an ultrasonic
wave outputted toward the other vehicle 11b (own vehicle 11a) from
an unillustrated ultrasonic sensor for use of longitudinal
inter-vehicle distance determination to reach the own vehicle 11a
(other vehicle 11b) after reflection. In this case, it is
preferable to install the in-vehicle radar and the ultrasonic
sensor for use of longitudinal inter-vehicle distance determination
in the vicinity of a surface of the front portion or the rear
portion of the vehicle 11a (11b). Further, it may be configured in
such a manner that the longitudinal inter-vehicle distance
determination processing portion 31a (31b) determines a
longitudinal inter-vehicle distance by analyzing an image captured
by an unillustrated in-vehicle camera for use of longitudinal
inter-vehicle distance determination
The horizontal displacement amount determination processing portion
32a (32b) determines an amount of horizontal displacement between
the own vehicle 11a and the other vehicle 11b and outputs the
determined amount of displacement (an amount of horizontal
displacement) as horizontal displacement amount specifying
information. An amount of horizontal displacement referred to
herein is defined as follows. That is, for example, assume that the
front power transmitting and receiving antenna 22a1 (22b1) and the
rear power transmitting and receiving antenna 22a2 (22b2) included
in the vehicle-vehicle power transmitting and receiving antenna 22a
(22b) are installed to the vehicle 11a (11b) at a center position
in a horizontal direction. Also, assume that, as is shown in FIG.
5, the vehicle 11a is behind the vehicle 11b in a moving direction
(upward in FIG. 5) of the vehicles 11a and 11b. Then, there is a
distance Z1 between a reference line k1 extended frontward from a
center portion of the vehicle 11a in a horizontal direction
(herein, a center portion of the front power transmitting and
receiving antenna 22a1 included in the vehicle-vehicle power
transmitting and receiving antenna 22a) and a reference line k2
extended rearward from a center portion of the vehicle 11b in a
horizontal direction (herein, a center portion of the rear power
transmitting and receiving antenna 22b2 included in the
vehicle-vehicle power transmitting and receiving antenna 22b). An
amount of horizontal displacement means this distance Z1.
It should be noted that of the antennas included in the
vehicle-vehicle power transmitting and receiving antenna 22a (22b),
the front power transmitting and receiving antenna 22a1 (22b1) and
the rear power transmitting and receiving antenna 22a2 (22b2) can
be installed at a position displaced in a horizontal direction from
the center position of the vehicle 11a (11b) in a horizontal
direction. In this case, as is shown in FIG. 6, an amount of
horizontal displacement means a distance Z2 between a reference
line k3 extended frontward from the center portion of the front
power transmitting and receiving antenna 22a1 included in the
vehicle-vehicle power transmitting and receiving antenna 22a of the
vehicle 11a and a reference line k4 extended rearward from the
center portion of the rear power transmitting and receiving antenna
22b2 included in the vehicle-vehicle power transmitting and
receiving antenna 22b of the vehicle 11b. More specifically, an
amount of horizontal displacement, Z2, in this case is a distance
including a distance z1 between the center position of the vehicle
11a in a horizontal direction and a position at which the
vehicle-vehicle power transmitting and receiving antenna 22a (22a1)
is installed to the vehicle 11a, and a distance z2 between the
center position of the vehicle 11b in a horizontal direction and a
position at which the vehicle-vehicle power transmitting and
receiving antenna 22b (22b2) is installed to the vehicle 11b.
Hence, the horizontal displacement amount specifying information is
identified as information containing these distances z1 and z2.
Various configurations can be adopted as a configuration to
determine an amount of horizontal displacement. For example, it may
be configured in such a manner that the horizontal displacement
amount determination processing portion 32a (32b) determines an
amount of horizontal displacement on the basis of an actual
position of the own vehicle 11a and an actual position of the other
vehicle 11b. Alternatively, it may be configured in such a manner
that the horizontal displacement amount determination processing
portion 32a (32b) determines an amount of horizontal displacement
on the basis of a time taken by an electromagnetic wave outputted
toward the other vehicle 11b (own vehicle 11a) from an
unillustrated in-vehicle radar for use of horizontal displacement
amount determination or an ultrasonic wave outputted toward the
other vehicle 11b (own vehicle 11a) from an unillustrated
ultrasonic sensor for use of horizontal displacement amount
determination to reach the own vehicle 11a (other vehicle 11b)
after reflection. In this case, it is preferable to install the
in-vehicle radar and the ultrasonic sensor for use of horizontal
displacement amount determination in the vicinity of a surface of
the front portion or the rear portion of the vehicle 11a (11b).
Further, it may be configured in such a manner that the horizontal
displacement amount determination processing portion 32a (32b)
determines an amount of horizontal displacement by analyzing an
image captured by an unillustrated in-vehicle camera for use of
horizontal displacement amount determination. Moreover, it may be
configured in such a manner that the in-vehicle radar, the
ultrasonic sensor, and the in-vehicle camera for use of horizontal
displacement amount determination are common, respectively, with
the in-vehicle radar, the ultrasonic sensor, and the in-vehicle
camera for use of longitudinal inter-vehicle distance
determination.
The information communication processing portion 33a (33b)
communicates with the other vehicle 11b (the own vehicle 11a) by
transmitting information containing the longitudinal inter-vehicle
distance specifying information determined by the longitudinal
inter-vehicle distance determination processing portion 31a (31b)
and the horizontal displacement amount specifying information
determined by the horizontal displacement amount determination
processing portion 32a (32b) as vehicle positional relation
specifying information.
The orientation specifying information transmission and reception
processing portion 34a transmits own vehicle antenna orientation
specifying information specifying an orientation of the
vehicle-vehicle power transmitting and receiving antenna 22a (an
orientation of at least one antenna selected from the power
transmitting and receiving antennas 22a1 through 22a4) provided to
the own vehicle 11a to the other vehicle 11b. Also, the orientation
specifying information transmission and reception processing
portion 34a receives the own vehicle antenna orientation specifying
information received at the orientation specifying information
transmission and reception processing portion 34b provided to the
other vehicle 11b, that is, information specifying an orientation
of the vehicle-vehicle power transmitting and receiving antenna 22b
(an orientation of at least one antenna selected from the power
transmitting and receiving antennas 22b1 through 22b4) provided to
the other vehicle 11b as other vehicle antenna orientation
specifying information. It should be noted that the orientation
specifying information transmission and reception processing
portion 34b provided to the other vehicle 11b operates in the same
manner as the orientation specifying information transmission and
reception processing portion 34a provided to the own vehicle 11a
when the other vehicle 11b is switched to the own vehicle and the
own vehicle 11a to the other vehicle.
The antenna orientation change processing portion 35a changes an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22a provided to the own vehicle 11a on the basis of the
vehicle positional relation specifying information, the own vehicle
antenna orientation specifying information, and the other vehicle
antenna orientation specifying information, so that the
vehicle-vehicle power transmitting and receiving antenna 22a (at
least one antenna selected from the power transmitting and
receiving antennas 22a1 through 22a4) provided to the own vehicle
11a and the vehicle-vehicle power transmitting and receiving
antenna 22b (at least one antenna selected from the power
transmitting and receiving antennas 22b1 through 22b4) provided to
the other vehicle 11b mutually oppose. In addition, by transmitting
an orientation change command signal to the other vehicle 11b, it
also becomes possible for the antenna orientation change processing
portion 35a to change an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22b provided to the other
vehicle 11b so that the vehicle-vehicle power transmitting and
receiving antenna 22a provided to the own vehicle 11a and the
vehicle-vehicle power transmitting and receiving antenna 22b
provided to the other vehicle 11b mutually oppose. It should be
appreciated that the antenna orientation change processing portion
35b provided to the other vehicle 11b operates in the same manner
as the antenna orientation change processing portion 35a provided
to the own vehicle 11a when the other vehicle 11b is switched to
the own vehicle and the own vehicle 11a to the other vehicle.
The running control processing portion 36a controls running of the
own vehicle 11a, so that a spot of light emitted from the
light-emitting device 56a provided to the own vehicle 11a falls on
the center portion of the vehicle-vehicle power transmitting and
receiving antenna 22b (any antenna selected from the power
transmitting and receiving antennas 22b1 through 22b4) provided to
the other vehicle 11b or a spot of light emitted from the
light-emitting device 56b provided to the other vehicle 11b falls
on the center portion of the vehicle-vehicle power transmitting and
receiving antenna 22a (any antenna selected from the power
transmitting and receiving antennas 22a1 through 22a4) provided to
the own vehicle 11a. In addition, by transmitting a running control
command signal to the other vehicle 11b, it also becomes possible
for the running control processing portion 36a to control running
of the other vehicle 11b, so that a spot of light emitted from the
light-emitting device 56a provided to the own vehicle 11a falls on
the center portion of the vehicle-vehicle power transmitting and
receiving antenna 22b provided to the other vehicle 11b or a spot
of light emitted from the light-emitting device 56b provided to the
other vehicle 11b falls on the center portion of the
vehicle-vehicle power transmitting and receiving antenna 22a
provided to the own vehicle 11a.
Also, the running control processing portion 36a is configured to
automatically control the running of the own vehicle 11a and the
running of the other vehicle 11b while wireless power transmission
and reception by the vehicle-vehicle power transmitting and
receiving antenna 22a (22b) is performed. It should be appreciated
that the running control processing portion 36b provided to the
other vehicle 11b operates in the same manner as the running
control processing portion 36a provided to the own vehicle 11a when
the other vehicle 11b is switched to the own vehicle and the own
vehicle 11a to the other vehicle.
A description will now be given to a configuration for the running
control processing portion 36a (36b) to recognize the center
portion of the vehicle-vehicle power transmitting and receiving
antenna 22b (22a) provided to the other vehicle 11b (own vehicle
11a) with reference to FIG. 7.
That is, as is shown in FIG. 7, a marking M for use of antenna
center position detection is provided to each vehicle 11a (11b) on
a surface of a vehicle body corresponding to a portion in which the
vehicle-vehicle power transmitting and receiving antenna 22a (22b)
is built in (for example, a surface of the upper part of the front
bumper, a surface of the door of the rear trunk, a surface of the
left door, or a surface of the right door). The marking M is formed
of a plurality of marking segments Ma through Me. More
specifically, in this case, the marking M is formed of four corner
segments Ma through Md provided so as to surround the periphery of
the vehicle-vehicle power transmitting and receiving antenna 22a
(22b) (when the vehicle-vehicle power transmitting and receiving
antenna 22a (22b) is viewed from outside the vehicle 11a (11b), the
corner segment Ma is located at the upper left corner, the corner
segment Mb is located at the lower left corner, the corner segment
Mc is located at the upper right corner, and the corner segment Md
is located at the lower right corner) and a cross-shaped center
segment Me provided at a center portion of a region surrounded by
these four corner segments Ma through Md.
The vehicle-vehicle power transmitting and receiving antenna 22a
(22b) is installed so that the center portion thereof (a turning
center portion in vertical and horizontal directions) is
superimposed on the center position of the region surrounded by a
plurality of the corner segments Ma through Md or the center
portion opposes the center segment Me. A special coating material
(for example, a coating material recognizable by the infrared
camera 57a (57b) of the antenna drive device 20a (20b), that is, a
coating material invisible to humans) is applied on a part of a
plurality of the surrounding corner segments Ma through Md (in this
case, the corner segments Ma through Mc at the upper left corner,
the lower left corner, and the upper right corner) and the center
segment Me at the center. On the other hand, the special coating
material is not applied on the remaining corner segment Md at the
lower right corner.
In this manner, the main controller 14a (14b) recognizes the
position of the marking M (corner segments Ma through Md) provided
to each vehicle 11b (11a) by means of the infrared camera 57a
(57b). Further, the main controller 14a (14b) recognizes the center
position (the position of the center segment Me) of the recognized
marking M (the region surrounded by the corner segments Ma through
Md) as the center position (the turning center position in vertical
and horizontal directions) of the vehicle-vehicle power
transmitting and receiving antenna 22a (22b). Also, because the
infrared-recognizable special coating material is applied only on a
part of the marking M (in this case, the corner segments Ma through
Mc and the center segment Me) and the special coating material is
not applied on the remaining portion (in this case, the corner
segment Md), it also becomes possible for the main controller 14a
(14b) to recognize a vertical direction and a horizontal direction
of the vehicle-vehicle power transmitting and receiving antenna 22a
(22b) on the basis of a positional relation between the segments
(in this case, the corner segments Ma through Mc) recognized and
the segment (in this case, the corner segment Md) unrecognized by
the infrared camera 57a (57b). Accordingly, the main controller 14a
(14b) controls the running of the vehicle 11a (11b) in such a
manner that a spot of light emitted from the light-emitting device
56a falls on the center portion of the vehicle-vehicle power
transmitting and receiving antenna 22b (22a) recognized as
above.
It should be appreciated that the configuration (for example, the
number or the located positions of the segments) and the shape of
the marking and the positions of the segments on which to apply the
special coating material can be changed as needed.
In a case where not the running of the own vehicle 11a but the
running of the other vehicle 11b is controlled so that a spot of
light emitted from the vehicle 11a (11b) falls on the center
portion of the vehicle-vehicle power transmitting and receiving
antenna 22b (22a), for example, a configuration as follows can be
adopted as a configuration to recognize the center portion of the
vehicle-vehicle power transmitting and receiving antenna 22b
(22a).
That is, as is shown in FIG. 8, a plurality of light sensors 71a
(71b) responsive to a spot of light emitted from the light-emitting
device 56b (56a) of the other vehicle 11b are provided to the
vehicle 11a (11b) so as to entirely cover the vehicle-vehicle power
transmitting and receiving antenna 22a (22b). Then, the main
controller 14a (14b) of the vehicle 11a (11b) controls the
light-emitting device 56a (56b) to emit a spot of light toward the
vehicle-vehicle power transmitting and receiving antenna 22b (22a)
of the other vehicle 11b (11a). Meanwhile, the main controller 14b
(14a) of the vehicle 11b (11a) recognizes an irradiation position
of the spot of light emitted from the vehicle 11a (11b) on the
basis of the position of any light sensor 71b (71a) having
responded to the spot of light from the other vehicle 11a (11b).
Then, the main controller 14b (14a) controls the running of the
vehicle 11b (11a) in such a manner that the light sensor 71b (71a)
corresponding to the center portion of the vehicle-vehicle power
transmitting and receiving antenna 22b (22a) responds to the spot
of light emitted from the vehicle 11a (11b), that is, an
irradiation position of the spot of light emitted from the vehicle
11a (11b) falls on the center position of the vehicle-vehicle power
transmitting and receiving antenna 22b (22a). In this case, too, it
is recommendable that the marking M as described above is provided
so as to cover a range across which the light sensors 71a (71b) are
disposed. This is because the marking M makes it possible to
recognize the region across which the light sensors 71a (71b) are
disposed, that is, the region in which the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) is installed.
Also, as is shown in FIG. 9, it may be configured in such a manner
that electrodes 81a (81b) responsive to a spot of light emitted
from the light-emitting device 56b (56b) of the other vehicle 11b
are disposed so as to entirely cover the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) instead of the light
sensors 71a (71b). In this case, it is recommendable that the
electrodes 81a (81b) are formed in such a manner that surface
electrodes and back electrodes are arrayed in a vertical direction
and a horizontal direction, so that an irradiation position of a
spot of light from the vehicle 11a (11b) is recognized by scanning
an electrode having responded to the spot of light from the vehicle
11a (11b).
A configuration of the information center 13 will now be described
with reference to FIG. 10.
The information center 13 is formed of a main controller 91 as a
core and a vehicle-center information communication antenna 92 and
the like. The main controller 91 is chiefly formed of a CPU (not
shown) and controls general operations of the information center
13. Also, the information center 13 virtually implements a
selection processing portion 95 equivalent to selection means via
software as the main controller 91 runs a system control
program.
The vehicle-center information communication antenna 92 enables
transmission and reception of various types of information (such as
state-of-charge specifying information, power transmission command
information, and power reception command information, all of which
will be described below) between the information center 13 and the
vehicle 11a (11b) via a wireless communication channel.
The selection processing portion 95 selects a vehicle that
transmits power (power-transmitter vehicle) and/or a vehicle that
receives power (power-receiver vehicle) from the own vehicle 11a
and the other vehicle 11b. More specifically, the selection
processing portion 95 receives state-of-charge specifying
information (information specifying a state of charge of the
in-vehicle battery 41a (41b)) from the own vehicle 11a and the
other vehicle 11b and compares the state of charge of the
in-vehicle battery 41a of the own vehicle 11a with that of the
in-vehicle battery 41(b) of the other vehicle (11b) on the basis of
the state-of-charge specifying signal. The selection processing
portion 95 selects either the own vehicle 11a or the other vehicle
11b, whichever has more power to spare (the vehicle having the
larger amount of charge), as the power-transmitter vehicle and
selects the other in which power is becoming low (the vehicle
having the smaller amount of charge) as the power-receiver vehicle.
The main controller 91 transmits the power transmission command
information to the vehicle selected as the power-transmitter
vehicle from the own vehicle 11a and the other vehicle 11b and
transmits the power reception command information to the vehicle
selected as the power-receiver vehicle.
Alternatively, it may be configured in such a manner that the
selection processing portion 95 selects the power-transmitter
vehicle (or the power-receiver vehicle) alone from the own vehicle
11a and the other vehicle 11b and the main controller 91 transmits
power transmission command information (or power reception command
information) to the selected power-transmitter vehicle (or the
power-receiver vehicle) alone. In this case, for example, it may be
configured in such a manner that the vehicle selected as the
power-transmitter vehicle (or the power-receiver vehicle) transmits
a power transmission request signal (or a power reception request
signal) to the other vehicle, that is, the vehicle that is not
selected as the power-transmitter vehicle (or the power-receiver
vehicle), and the other vehicle is triggered to automatically
operate as the power-receiver vehicle (or the power-transmitter
vehicle) upon receipt of the power transmission request signal (or
the power reception request signal).
In order to make it easier to maintain the positional relation
between the power-transmitter vehicle and the power-receiver
vehicle, it is desirable to perform the vehicle-vehicle
(inter-vehicle) wireless power transmission and reception described
above while the respective vehicles are running on a straight road.
To this end, it is recommendable to provide a power transmitting
and receiving area formed of straight roadways at various points
along the road, so that vehicle-vehicle wireless power transmission
and reception is performed while each vehicle is running within the
power transmitting and receiving area. The power transmitting and
receiving area will now be described with reference to FIG. 11.
As is shown in FIG. 11, a power transmitting and receiving area A
is formed of a running adjustment zone a1 and a running control
zone a2. At a start point of the power transmitting and receiving
area A, a vehicle detector 101 that detects an incoming vehicle
entering the power transmitting and receiving area A is provided.
At an end point of the power transmitting and receiving area A, a
vehicle detector 102 that detects an outgoing vehicle leaving from
the power transmitting and receiving area A is provided. The
running adjustment zone a1 is provided on the entrance side of the
power transmitting and receiving area A. The running control zone
a2 is all the rest of the power transmitting and receiving area A
except for the running adjustment zone a1 (a portion on the exit
side).
The vehicle detector 101 for incoming vehicle detection is formed
of a sensor or a camera to detect a vehicle. When a vehicle enters
the power transmitting and receiving area A (running adjustment
zone a1), the vehicle detector 101 transmits incoming vehicle
detection information to the information center 13. The incoming
vehicle detection information contains information on a vehicle ID,
an entrance time, a running speed, and a state of storage (amount
of storage) of the in-vehicle battery of the detected vehicle as
information on the detected incoming vehicle.
Also, the vehicle detector 102 for outgoing vehicle detection is
formed of a sensor or a camera to detect a vehicle. When a vehicle
leaves from the power transmitting and receiving area A, the
vehicle detector 102 transmits outgoing vehicle detection
information to the information center 13. The outgoing vehicle
detection information includes information on a vehicle ID, an exit
time, and a state of storage (amount of storage) of the in-vehicle
battery of the detected vehicle as information on the detected
outgoing vehicle. The main controller 91 of the information center
13 is configured to control the selection processing portion 95 to
perform the selection processing as described above on the vehicle
(incoming vehicle) detected by the vehicle detector 101 for
incoming vehicle detection. Also, the incoming vehicle is triggered
to transmit the vehicle information of its own to the information
center 13 when detected by the vehicle detector 101 for incoming
vehicle detection.
It is recommendable to form the power transmitting and receiving
area A, for example, as is shown in FIG. 12. More specifically, the
power transmitting and receiving area A is formed by utilizing an
outermost lane (a lane most distant from the center) of the road.
Also, a side wall W and a lane-changing preventing rail R both
extending linearly along the power transmitting and receiving area
A are provided respectively on the both sides of the power
transmitting and receiving area A. Owing to this configuration, it
becomes easier for a vehicle running within the power transmitting
and receiving area A to run straight without deviating from the
power transmitting and receiving area A. It should be appreciated
that the side wall W and the lane-changing preventing rail R may be
replaced by guardrails extending linearly along the power
transmitting and receiving area A.
An operation of the power transmitting and receiving system 10 for
vehicle configured as above will now be described with reference to
FIG. 13.
The main controller 14a (14b) of the power transmitting and
receiving device 12a (12b) incorporated into the vehicle 11a (11b)
transmits the vehicle information of the corresponding vehicle 11a
(11b) to the information center 13 when the vehicle 11a (11b)
enters the running adjustment zone a1 of the power transmitting and
receiving area A (Steps A1 and B1). The vehicle information
contains a vehicle ID allocated to the vehicle 11a (11b), actual
position information of the vehicle 11a (11b) determined by the
positioning device 16a (16b), running information of the vehicle
11a (11b) detected by the running information detection system 21a
(21b), state-of-charge specifying information specifying a state of
charge of the in-vehicle battery 41a (41b) incorporated in the
vehicle 11a (11b), antenna orientation information specifying a
present-time orientation of the vehicle-vehicle power transmitting
and receiving antenna 22a (22b) incorporated into the vehicle 11a
(11b).
Meanwhile, upon receipt of the vehicle information from the vehicle
11a (11b), the main controller 91 of the information center 13
extracts the state-of-charge specifying information from the
received vehicle information on the vehicle 11a (11b). On the basis
of the state-of-charge specifying information, the main controller
91 understands the state of charge of the in-vehicle battery 41a
(41b) of the vehicle 11a (11b) (Step C1). The main controller 91
then compares the state of charge of the in-vehicle battery 41a of
the own vehicle 11a with that of the in-vehicle battery 41b of the
other vehicle 11b. On the basis of a comparison result, the main
controller 91 selects either the vehicle 11a or 11b, whichever has
more power to spare (vehicle having the larger amount of charge) as
the power-transmitter vehicle and selects the other in which power
is becoming low (vehicle having the smaller amount of charge) as
the power-receiver vehicle (Step C2). Herein, a description will be
given to a case where, as are shown in FIG. 11 and FIG. 12, the own
vehicle 11a behind the other vehicle 11b, that is, the vehicle 11a
that entered the power transmitting and receiving area A (running
adjustment zone a1) after the other vehicle 11b is selected as the
power-transmitter vehicle having power to spare, and the other
vehicle 11b in front of the own vehicle 11a, that is, the other
vehicle 11b that entered the power transmitting and receiving area
A (running adjustment zone a1) before the own vehicle 11a is
selected as the power-receiver vehicle in which power is becoming
low.
The main controller 91 of the information center 13 transmits the
power transmission command information to the vehicle selected as
the power-transmitter vehicle (in this case, the own vehicle 11a)
and transmits the power reception command information to the
vehicle selected as the power-receiver vehicle (in this case, the
other vehicle 11b) (Step C3).
At the end of the own vehicle 11a having received the power
transmission command information, the main controller 14a of the
power transmitting and receiving device 12a performs power
transmission preparation processing (Steps A2 through A4). In the
power transmission preparation processing, the main controller 14a
first transmits power-transmitter vehicle confirmation information
indicating that the own vehicle 11a is confirmed (selected) as the
power-transmitter vehicle (Step A2) and waits for a response from
the power-receiver vehicle (reception of power-receiver vehicle
confirmation information described below).
Meanwhile, at the end of the other vehicle 11b having received the
power reception command information, the main controller 14b of the
power transmitting and receiving device 12b performs power
reception preparation processing (Steps B2 through B5). In the
power reception preparation processing, the main controller 14b
first transmits power-receiver vehicle confirmation information
indicating that the other vehicle 11b is confirmed (selected) as
the power-receiver vehicle (Step B2) and waits for a response from
the power-transmitter vehicle (power-transmitter vehicle
confirmation information). Then, upon receipt of the
power-transmitter vehicle confirmation information from the
power-transmitter vehicle (in this case, the own vehicle 11a), the
main controller 14b recognizes the own vehicle 11a as being the
power-transmitter vehicle and transmits the vehicle information of
the other vehicle 11b (vehicle ID, actual position information,
running information, state-of-charge specifying information,
antenna orientation information, and the like) to the own vehicle
11a (Step B3). The main controller 14b then shifts to antenna
orientation adjustment processing (Step B4) described below.
Meanwhile, at the end of the own vehicle 11a, the main controller
14a of the power transmitting and receiving device 12a shifts to
antenna orientation adjustment processing upon receipt of the
vehicle information from the power-receiver vehicle (in this case,
the other vehicle 11b) (Step A3).
The antenna orientation adjustment processing (processing made up
of Step A3 and Step B4) will now be described with reference to
FIG. 14.
More specifically, in the antenna orientation adjustment
processing, the main controller 14a of the own vehicle 11a controls
the light-emitting device 56a to emit a spot of light toward the
other vehicle 11b (Step D1). Then, the main controller 14a
automatically controls the running of the own vehicle 11a in such a
manner that the spot of light emitted from the light-emitting
device 56a falls on the center portion of the vehicle-vehicle power
transmitting and receiving antenna 22b (in this case, the rear
power transmitting and receiving antenna 22b2) provided to the
other vehicle 11b (Step D2). Then, the main controller 14a
determines whether the spot of light emitted from the
light-emitting device 56a fell on the center portion of the
vehicle-vehicle power transmitting and receiving antenna 22b (22b2)
of the other vehicle 11b (Step D3). Determination as to whether a
spot of light from the vehicle 11a fell on the center portion of
the vehicle-vehicle power transmitting and receiving antenna 22b
(22b2) can be made, for example, by analyzing an image captured by
an unillustrated in-vehicle camera or using the configuration shown
in FIG. 8 and FIG. 9 and described above (the configuration to
detect a spot of light emitted from the other vehicle using light
sensors or electrodes).
In a case where the main controller 14a fails to confirm that the
spot of light emitted from the light-emitting device 56a fell on
the center portion of the vehicle-vehicle power transmitting and
receiving antenna 22b (22b2) of the other vehicle 11b (Step D3:
NO), the flow returns to Step D2 described above, so that the main
controller 14a again automatically controls the running of the own
vehicle 11a. Meanwhile, upon confirming that the spot of light from
the light-emitting device 56a fell on the center portion of the
vehicle-vehicle power transmitting and receiving antenna 22b (22b2)
of the other vehicle 11b (Step D3: YES), the main controller 14a
compares the antenna orientation information of the vehicle-vehicle
power transmitting and receiving antenna 22a of the own vehicle 11a
and the received antenna orientation information of the other
vehicle 11b while continuing to control the running of the own
vehicle 11a (automatic control) so as to maintain (lock) the
confirmed state. In this case, it may be configured in such a
manner that the main controller 14a of the own vehicle 11a controls
the running of the other vehicle 11b as well by transmitting a
running control signal to the other vehicle 11b.
Subsequently, the main controller 14a determines whether the
vehicle-vehicle power transmitting and receiving antenna 22a (in
this case, the front power transmitting and receiving antenna 22a1)
of the own vehicle 11a and the vehicle-vehicle power transmitting
and receiving antenna 22b (in this case, the rear power
transmitting and receiving antenna 22b2) of the other vehicle 11b
are mutually opposing, that is, whether the orientation of the
vehicle-vehicle power transmitting and receiving antenna 22a (22a1)
and the orientation of the vehicle-vehicle power transmitting and
receiving antenna 22b (22b2) are in agreement with each other, on
the basis of the antenna orientation information (Step D4).
In a case where the vehicle-vehicle power transmitting and
receiving antenna 22a (22a1) of the own vehicle 11a and the
vehicle-vehicle power transmitting and receiving antenna 22b (22b2)
of the other vehicle 11b are mutually opposing (Step D4: YES), the
main controller 14a transmits an adjustment completion notice
indicating that an antenna orientation adjustment is completed to
the vehicle 11b (Step D8) and ends the antenna orientation
adjustment processing.
On the contrary, in a case where the vehicle-vehicle power
transmitting and receiving antenna 22a (22a1) of the own vehicle
11a and the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) of the other vehicle 11b are not mutually
opposing (Step D4: NO), the main controller 14a computes an amount
of adjustment of orientation (an amount of adjustment in a vertical
direction and an amount of adjustment in a horizontal direction) of
the vehicle-vehicle power transmitting and receiving antenna 22b
(22b2) necessary for the vehicle-vehicle power transmitting and
receiving antenna 22a (22a1) and the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) to mutually oppose,
and transmits orientation adjustment request information containing
the amount of adjustment thus computed to the other vehicle 11b
(Step D5).
Upon receipt of the orientation adjustment request information from
the own vehicle 11a at the end of the other vehicle 11b, the main
controller 14b adjusts an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) according to the
amount of adjustment contained in the orientation adjustment
request information (Step E1). Having completed the orientation
adjustment of the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) according to the received amount of adjustment,
the main controller 14b transmits adjustment completion information
indicating a completion of the adjustment to the own vehicle 11a.
The adjustment completion information contains after-adjustment
orientation information specifying an orientation of the
vehicle-vehicle power transmitting and receiving antenna 22b (22b2)
after adjustment. The main controller 14b ends the antenna
orientation adjustment processing upon receipt of the adjustment
completion notice (see Step D8) from the vehicle 11a.
Upon receipt of the adjustment completion information from the
other vehicle 11b at the end of the own vehicle 11a, the main
controller 14a determines again whether the vehicle-vehicle power
transmitting and receiving antenna 22a (22a1) of the own vehicle
11a and the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) of the other vehicle 11b are mutually opposing
(Step D6). Then, in a case where the vehicle-vehicle power
transmitting and receiving antenna 22a (22a1) of the own vehicle
11a and the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) of the other vehicle 11b are mutually opposing
(Step D6: YES), the main controller 14a transmits an adjustment
completion notice to the vehicle 11b (Step D8) and ends the antenna
orientation adjustment processing.
On the contrary, in a case where the vehicle-vehicle power
transmitting and receiving antenna 22a (22a1) of the own vehicle
11a and the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) of the other vehicle 11b are not mutually
opposing (Step D6: NO), the main controller 14a performs
orientation fine-tuning processing (Step D7).
In the orientation fine-tuning processing, the main controller 14a
adjusts an orientation of the vehicle-vehicle power transmitting
and receiving antenna 22a (22a1) of the own vehicle 11a so that an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) of the other vehicle 11b and an orientation of
the power transmitting and receiving antenna 22a (22a1) of the own
vehicle 11a after adjustment specified by after-adjustment
orientation information mutually oppose. It may be configured in
such a manner that, in the orientation fine-tuning processing, the
main controller 14a again computes an amount of orientation
adjustment and transmits the orientation adjustment request
information to the other vehicle 11b to adjust the orientation of
the vehicle-vehicle power transmitting and receiving antenna 22b
(22b2) of the other vehicle 11b. Alternatively, it may be
configured in such a manner that the main controller 14a adjusts
both of an orientation of the vehicle-vehicle power transmitting
and receiving antenna 22a (22a1) of the own vehicle 11a and an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22b (22b2) of the other vehicle 11b.
The main controller 14a again determines whether the
vehicle-vehicle power transmitting and receiving antenna 22a (22a1)
of the own vehicle 11a and the vehicle-vehicle power transmitting
and receiving antenna 22b (22b2) of the other vehicle 11b are
mutually opposing (Step D6). In a case where the vehicle-vehicle
power transmitting and receiving antenna 22a (22a1) of the own
vehicle 11a and the vehicle-vehicle power transmitting and
receiving antenna 22b (22b2) of the other vehicle 11b are still not
mutually opposing (Step D6: NO), the main controller 14a repeats
the orientation fine-tuning processing (Step D7).
When the vehicle-vehicle power transmitting and receiving antenna
22a (22a1) of the own vehicle 11a and the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) of the other vehicle
11b mutually oppose finally (Step D6: YES), the main controller 14a
transmits an adjustment completion notice to the vehicle 11b (Step
D8) and ends the antenna orientation adjustment processing.
When the main controller 14a of the power-transmitter vehicle (own
vehicle 11a) and the main controller 14b of the power-receiver
vehicle (other vehicle 11b) end the antenna orientation adjustment
processing (Step A3 and Step B4, respectively), as is shown in FIG.
13, the main controllers 14a and 14b set a resonant frequency
suitable to power transmission and reception to be performed
between the own vehicle 11a and the other vehicle 11b and start
respective circuits (the power transmission and reception
processing circuit, the power conversion processing circuit, the
state-of-charge monitoring circuit, and the like) (Step A4 and Step
B5, respectively). Then, the main controllers 14a and 14b complete
the power transmission preparation processing and the power
reception preparation processing.
Subsequently, having completed the power transmission preparation
processing, the main controller 14a of the power-transmitter
vehicle wireless transmits power stored (charged) in the in-vehicle
battery 41a incorporated in the own vehicle 11a from the
vehicle-vehicle power transmitting and receiving antenna 22a (in
this case, the front power transmitting and receiving antenna 22a1)
to the other vehicle 11b (Step A5). Meanwhile, having completed the
power reception preparation processing, the main controller 14b of
the power-receiver vehicle receives power transmitted from the own
vehicle 11a by the vehicle-vehicle power transmitting and receiving
antenna 22b (in this case, the rear power transmitting and
receiving antenna 22b2) and stores (charges) the received power in
the in-vehicle battery 41b (Step B6). While power is transmitted
and received wirelessly between the own vehicle 11a and the other
vehicle 11b at the vehicle-vehicle power transmitting and receiving
antennas 22a and 22b in this manner, the main controllers 14a and
14b of the power transmitting and receiving devices 12a and 12b,
respectively, automatically control the running of the own vehicle
11a and the running of the other vehicle 11b, respectively.
Alternatively, it may be configured in such a manner that the main
controller in one power transmitting and receiving device
automatically controls running of the both vehicles by allowing the
main controller in one power transmitting and receiving device to
transmit a running control signal to the main controller in the
other power transmitting and receiving device.
The main controller 14a of the own vehicle 11a stops transmission
of power when an amount of power transmitted from the own vehicle
11a reaches a predetermined target value or a power transmission
time reaches a predetermined reference time (Step A6). Also, the
main controller 14b of the other vehicle 11b stops reception of
power when an amount of power transmitted from the own vehicle 11a
reaches a predetermined target value or a power reception time
reaches a predetermined reference time (Step B7).
Herein, timing at which transmission of power is stopped may not
coincide with timing at which reception of power is stopped. For
such a case, it is recommendable to configure in such a manner that
the other vehicle 11b stops reception of power when transmission of
power from the own vehicle 11a has stopped whereas the own vehicle
11a stops transmission of power when reception of power by the
other vehicle 11b has stopped. Also, it is recommendable to
configure in such a manner that the main controller 14b of the
other vehicle 11b as the power-receiver vehicle notifies the own
vehicle 11a as the power-transmitter vehicle of a power reception
state (a state of charge of the in-vehicle battery 41b) while the
other vehicle 11b is receiving power from the own vehicle 11a as
the power-transmitter vehicle.
Owing to this configuration, the main controller 14a of the own
vehicle 11a as the power-transmitter vehicle becomes able to
understand a state of charge of the in-vehicle battery 41b of the
other vehicle 11b as the power-receiver vehicle and consequently
becomes able to stop transmission of power at right timing when a
just enough amount of power is transmitted without transmitting
power excessively to the other vehicle 11b or transmitting power
insufficiently to the other vehicle 11b.
It should be noted that it is also possible to adjust an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22a (22b) during transmission and reception of power (while
Step A5 and Step B6 are performed). More specifically, it may be
configured as follows. That is, the main controller 14a of the
power-transmitter vehicle calculates power transmitting and
receiving efficiency by comparing power actually transmitted to the
power-receiver vehicle with power actually stored in the in-vehicle
battery 41b of the power-receiver vehicle by this power
transmission. In a case where the calculated transmitting and
receiving efficiency is lower than a predetermined reference value,
an orientation of the vehicle-vehicle power transmitting and
receiving antenna 22a of the own vehicle 11a is adjusted and/or an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22b of the other vehicle 11b is adjusted (orientation
adjustment request is issued).
Alternatively, it may be configured as follows. That is, the main
controller 14a of the own vehicle 11a as the power-transmitter
vehicle notifies the power-receiver vehicle of transmitted power
information specifying actually transmitted power. Meanwhile, the
main controller 14b of the other vehicle 11b as the power-receiver
vehicle calculates power transmitting and receiving efficiency by
comparing the power that the power-transmitter vehicle actually
transmitted (power specified by the transmitted power information)
with power actually stored in the in-vehicle battery 41b of the
power-receiver vehicle. In a case where the calculated transmitting
and receiving efficiency is lower than a predetermined reference
value, an orientation of the vehicle-vehicle power transmitting and
receiving antenna 22b of the other vehicle 11b is adjusted and/or
an orientation of the vehicle-vehicle power transmitting and
receiving antenna 22a of the own vehicle 11a is adjusted
(orientation adjustment request is issued).
Further, it may be configured in such a manner that the
power-transmitter vehicle notifies the power-receiver vehicle of
charges for power transmitted to the power-receiver vehicle.
FIGS. 15A through 15D visually show operation contents in
adjustment processing and fine-tuning processing of an orientation
of the power transmitting and receiving antenna described
above.
More specifically, as is shown in FIG. 15A, the own vehicle 11a as
the power-transmitter vehicle (the main controller 14a of the power
transmitting and receiving device 12a) controls the light-emitting
device 56a to emit a spot of light, SL, toward the other vehicle
11b as the power-receiver vehicle in front of the own vehicle 11a.
Subsequently, as is shown in FIG. 1513, running of the own vehicle
11a (and/or the other vehicle 11b) is controlled so that the spot
of light, SL, emitted from the light-emitting device 56a falls on
the center portion of the vehicle-vehicle power transmitting and
receiving antenna 22b (22b2) of the other vehicle 11b. Eventually,
the spot of light, SL, from the light-emitting device 56a falls on
the center portion of the vehicle-vehicle power transmitting and
receiving antenna 22b (22b2) of the other vehicle 11b. Then, while
this state is maintained, a determination is made as to whether the
vehicle-vehicle power transmitting and receiving antenna 22a (22a1)
of the own vehicle 11a and the vehicle-vehicle power transmitting
and receiving 22b (22b2) of the other vehicle 11b are mutually
opposing. In a case where the vehicle-vehicle power transmitting
and receiving antenna 22a (22a1) and the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) are not mutually
opposing, an antenna orientation adjustment request is issued
(orientation adjustment request information is transmitted) from
the own vehicle 11a to the other vehicle 11b. In response to this
adjustment request, as is shown in FIG. 15C, an orientation of the
vehicle-vehicle power transmitting and receiving antenna 22b (22b2)
is adjusted at the end of the other vehicle 11b.
In a case where the vehicle-vehicle power transmitting and
receiving antenna 22a (22a1) and the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) are still not
mutually opposing after the adjustment, as is shown in FIG. 15D, an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22a (22a1) of the own vehicle 11a is adjusted additionally.
Fine-tuning of an antenna orientation is thus made. As has been
described, it may be configured in such a manner that fine-tuning
is made by adjusting an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) of the other vehicle
11b. Alternatively, both of an orientation of the vehicle-vehicle
power transmitting and receiving antenna 22a (22a1) of the own
vehicle 11a and an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22b (22b2) of the other vehicle
11b may be fine-tuned.
Through the adjustment operation as above, it becomes possible to
achieve a state in which the vehicle-vehicle power transmitting and
receiving antenna 22a of the own vehicle 11a and the
vehicle-vehicle power transmitting and receiving antenna 22b of the
other vehicle 11b are mutually opposing.
The above has described the configuration and the operation content
in a case where wireless vehicle-vehicle power transmission and
reception is performed. An energy balance (a manner in which power
is stored and consumed) in association with running of a vehicle
will now be described with reference to FIGS. 16A through 16C. FIG.
16A shows an example of an up-down state of a route in which a
vehicle runs. FIG. 16B shows an example of a manner in which an
energy balance of the vehicle changes when the vehicle runs in the
route specified above. FIG. 16C shows an example of a manner in
which an energy balance changes when the vehicle running in this
route performs transmission and reception of power. In FIGS. 16B
and 16C, a region below a reference line K shows that power is
consumed (discharged) with the running of the vehicle and a region
above the reference line K shows that power is stored (generated)
with the running of the vehicle. The power transmitting and
receiving device 12a (12b) is configured to create data indicating
a manner in which an energy balance changes with the running of the
vehicle or acquire such data from an outside source (for example,
the information center 13) to store the data therein.
Firstly, the vehicle runs in a section A (a section from a point 0
to a point 1; in this case, the point 0 is given as a start point).
Because the section A is a gentle uphill continuing from the point
0 to the point 1, as is shown in FIG. 16B, power (energy) stored in
the in-vehicle battery is consumed moderately (see a diagonally
hatched region corresponding to the section A).
Subsequently, the vehicle runs into a section B (a section from the
point 1 to a point 2). Because the section B is a slightly steep
uphill continuing from the point 1 to the point 2 (for example, an
ascending road to a hill inclined gentler than that to a mountain),
as is shown in FIG. 16B, power stored in the in-vehicle battery is
consumed rather rapidly (at least more rapidly than in the section
A and more moderately than in a section F described below) (see a
diagonally hatched region corresponding to the section B).
Subsequently, the vehicle runs into a section C (a section from the
point 2 to a point 3). Because the section C is a rather steep
downhill continuing from the point 2 to the point 3 (for example, a
descending road from a hill inclined gentler than that from a
mountain), as is shown in FIG. 16B, power (energy equivalent to
potential energy stored in the vehicle all the way up to the point
2 and regenerative energy generated in braking of the vehicle) is
stored in the in-vehicle battery rather rapidly (power is stored
more moderately than at least in a section G described below) (see
a diagonally hatched region corresponding to the section C).
Subsequently, the vehicle runs into a section D (a section from the
point 3 to a point 4; in this case, assume that the point 3 is a
baggage loading point). Because the section D is a gentle uphill
continuing from the point 3 to the point 4, as is shown in FIG.
16B, power (energy) stored in the in-vehicle battery is consumed
moderately (see a diagonally hatched region corresponding to the
section D). Herein, because a total weight of the vehicle increases
at the point 3 (an increase comparable to a weight of the loaded
baggage), power (energy) stored in the in-vehicle battery is
consumed more in the section D for an increase of the total weight
of the vehicle.
Subsequently, the vehicle runs into a section E (a section from the
point 4 to a point 5; in this case, assume that a traffic jam is
occurring in the section E). Because the section E is a
substantially flat section continuing from the point 4 to the point
5, as is shown in FIG. 16B, power (energy) stored in the in-vehicle
battery is little consumed (for example, as little power as energy
equivalent to frictional energy occurring with the running is
consumed). In this case, however, a traffic jam is occurring in the
section E. Hence, because the vehicle is repetitively stopped and
accelerated at short intervals, power (energy) is consumed
gradually with such repetitive operations (see a diagonally hatched
region corresponding to the section E).
Subsequently, the vehicle runs into a section F (a section from the
point to a point 6). Because the section F is a steep uphill
continuing from the point 5 to the point 6 (for example, an
ascending road to a mountain inclined steeper than that to a hill),
as is shown in FIG. 16B, power (energy) stored in the in-vehicle
battery is consumed rapidly (at least more rapidly than in the
section B described above) (see a diagonally hatched region
corresponding to the section F).
Subsequently, the vehicle runs into a section G (a section from the
point 6 to a point 7). Because the section G is a steep downhill
continuing from the point 6 to the point 7 (for example, a
descending road from a mountain inclined steeper than that from a
hill), as is shown in FIG. 16B, power (energy equivalent to
potential energy stored in the vehicle all the way up to the point
6 and regenerative energy generated in braking of the vehicle) is
stored rapidly (more rapidly than at least in the section C
described above) (see a diagonally hatched region corresponding to
the section G).
Subsequently, the vehicle runs into a section H (a section from the
point 7 to a point 8). Because the section H is a gentle uphill
continuing from the point 7 to the point 8, as is shown in FIG.
16B, power (energy) stored in the vehicle-battery is consumed
moderately (see a diagonally hatched portion corresponding to the
section H).
Subsequently, the vehicle runs into a section I (a section from the
point 8 to a point 9; the point 8 is a baggage unloading point and
the point 9 is a destination). Because the section I is a gentle
downhill continuing from the point 8 to the point 9, as is shown in
FIG. 16B, power (energy equivalent to potential energy stored in
the vehicle all the way up to the point 8 and regenerative energy
generated in braking of the vehicle) is stored moderately into the
in-vehicle battery (see a diagonally hatched region correspond to
the section I). Herein, because a total weight of the vehicle
decreases at the point 8 (a decrease comparable to a weight of
unloaded baggage), power is stored in the in-vehicle battery more
in the section I for a decrease of the total weight of the
vehicle.
By summing up amount of consumption and an amount of storage
corresponding to the respective sections A through I shown in FIG.
16B (the diagonally hatched regions of FIG. 16B), it becomes
possible to understand a manner in which an energy balance changes
(see a solid line E1 of FIG. 16B) while the vehicle runs from the
point 0 (start point) to the point 9 (destination).
According to a chart of energy balance as is shown in FIG. 16B, it
becomes possible to understand at which point and in which section
power (energy) is consumed considerably and at which point and in
which section power (energy) is stored (generated) considerably
with the running of the vehicle. It should be appreciated that a
manner in which an energy balance changes with running of the
vehicle varies with road surface conditions (whether the road
surface is dry or wet, whether the road surface is smooth or
rough), weather conditions (conditions as to an amount of rain and
whether rain is heavy or light, a direction of wind and whether
wind is strong or weak), running times (whether it is a daytime or
nighttime), and the like.
More specifically, for example, in a case where a moving direction
of the vehicle is against the wind, consumption of power (energy)
increases. Conversely, in a case where the wind is blowing in the
same direction as a moving direction of the vehicle, consumption of
power (energy) decreases. Consumption of power (energy) increases
when it rains due to an operation of windshield wipers, an
operation of a defogging device, and deterioration of braking
efficiency and acceleration efficiency of the vehicle. Also,
consumption of power (energy) increases when the running time is a
nighttime due to an operation of a lighting device, such as head
lights. In this manner, a manner in which an energy balance changes
with running of the vehicle varies with various environmental
conditions. It is therefore desirable to make a correction in
response to various environmental conditions.
The above has described an example of an energy balance in a case
where wireless power transmission and reception is not performed at
all while the vehicle runs from the point 0 (start point) to the
point 9 (destination). A description will now be given to an
example of an energy balance in a case where wireless power
transmission and reception is performed while the vehicle runs from
the point 0 (start point) to the point 9 (destination).
More specifically, in a case where wireless power transmission and
reception is not performed at all while the vehicle runs from the
point 0 (start point) to the point 9 (destination) as described
above, a state of charge (amount of charge) of the in-vehicle
battery may possibly fall below a least allowable voltage value at
the points 2 and 6. A load is therefore applied to the in-vehicle
battery, which gives rise to deterioration of the in-vehicle
battery.
To eliminate this inconvenience, as is shown in FIG. 16C, wireless
vehicle-vehicle power transmission and reception is performed when
the vehicle moves onto the section B from the section A (section
A/B), so that the in-vehicle battery is charged with power obtained
from the other vehicle. Owing to this configuration, it becomes
possible to avoid an inconvenience that a state of charge of the
in-vehicle battery falls below the least allowable voltage value at
the point 2.
Also, wireless vehicle-vehicle power transmission and reception is
performed when the vehicle moves onto the section F from the
section E (section E/F), so that the in-vehicle battery is charged
with power obtained from the other vehicle. Owing to this
configuration, it becomes possible to avoid an inconvenience that a
state of charge of the in-vehicle battery falls below the least
allowable voltage value at the point 6. In this case, sufficient
power above the least allowable voltage value is stored in the
in-vehicle battery and the in-vehicle battery therefore has stored
enough power to spare. In the section G where the vehicle runs into
subsequently, power can be stored rapidly into the in-vehicle
battery. Hence, when the vehicle moves onto the section G from the
section F (section F/G), wireless power transmission and reception
is performed between the vehicle and the infrastructure equipment,
so that power in the own vehicle can be transmitted (discharged) to
the outside infrastructure equipment.
As has been described, FIG. 16C shows, by a solid line E2, a manner
in which an energy balance changes in a case where wireless power
transmission and reception is performed while the vehicle runs from
the point 0 (start point) to the point 9 (destination).
As has been described, according to this embodiment, in the power
transmitting and receiving system 10 for vehicle, the power
transmitting and receiving device 12a (12b) includes the
vehicle-vehicle power transmitting and receiving antenna 22a (22b)
formed in such a manner that an orientation thereof is changeable
and configured to enable wireless transmission of power that the
own vehicle 11a (11b) holds to the other vehicle 11b (11a) and/or
wireless reception of power that the other vehicle 11b (11a) holds
by the own vehicle 11a (11b).
The main controller 14a (14b) of the power transmitting and
receiving device 12a (12b) communicates with the other vehicle 11b
by means of the information communication processing portion 33a
(33b) by transmitting the longitudinal inter-vehicle distance
specifying information specifying a distance between the own
vehicle 11a and the other vehicle 11b and the horizontal
displacement amount specifying information specifying an amount of
horizontal displacement between the own vehicle 11a and the other
vehicle 11b as the vehicle positional relation specifying
information. The main controller 14a (14b) transmits the own
vehicle antenna orientation specifying information specifying an
orientation of the vehicle-vehicle power transmitting and receiving
antenna 22a (22b) provided to the own vehicle 11a (11b) to the
other vehicle 11b (11a) and receives the other vehicle antenna
orientation specifying information specifying an orientation of the
vehicle-vehicle power transmitting and receiving antenna 22b (22a)
provided to the other vehicle 11b (11a) by means of the orientation
specifying information transmission and reception processing
portion 34a (34b). Also, on the basis of the vehicle positional
relation specifying information, the own vehicle antenna
orientation specifying information, and the other vehicle antenna
orientation specifying information, the main controller 14a (14b)
changes an orientation of the vehicle-vehicle power transmitting
and receiving antenna 22a (22b) provided to the own vehicle 11a
(11b) and/or an orientation of the vehicle-vehicle power
transmitting and receiving antenna 22b (22a) provided to the other
vehicle 11b (11a) by means of the antenna orientation change
processing portion 35a (35b), so that the vehicle-vehicle power
transmitting and receiving antenna 22a (22b) provided to the own
vehicle 11a (11b) and the vehicle-vehicle power transmitting and
receiving antenna 22b (22a) provided to the other vehicle 11b (11a)
mutually oppose.
Owing to this configuration, in a case where wireless
vehicle-vehicle power transmission and reception is performed, the
vehicle-vehicle power transmitting and receiving antennas 22a and
22b of the vehicles 11a and 11b, respectively, mutually oppose
according to a positional relation of the respective vehicles 11a
and 11b and orientations of the power transmitting and receiving
antennas 22a and 22b of the vehicles 11a and 11b, respectively. It
thus becomes possible to perform wireless power transmission and
reception between vehicles efficiently.
Also, wireless power transmission and reception by the
vehicle-vehicle power transmitting and receiving antennas 22a and
22b is performed by resonance induction instead of electromagnetic
induction that limits a power transceivable distance rather short.
Accordingly, it becomes possible to perform wireless power
transmission and reception in a reliable manner even when there is
a relatively long distance (a distance too far to perform power
transmission and reception by electromagnetic induction) between
vehicles that are to perform power transmission and reception.
Also, the horizontal displacement amount specifying information
used to adjust orientations of the vehicle-vehicle power
transmitting and receiving antennas 22a and 22b is identified as
information containing distances between center positions of the
vehicles 11a and 11b in a horizontal direction and positions at
which the vehicle-vehicle power transmitting and receiving antennas
22a and 22b are installed to the vehicles 11a and 11b,
respectively. Owing to this configuration, even in a case where the
vehicle-vehicle power transmitting and receiving antennas 22a and
22b are installed at positions displaced, respectively, from the
center positions of the vehicles 11a and 11b in a horizontal
direction, it becomes possible to adjust orientations of the power
transmitting and receiving antennas 22a and 22b by taking an amount
of this displacement into account.
Also, after the power transmitting and receiving device 12a (12b)
makes a spot of light emitted from the light-emitting device 56a
(56b) provided to the own vehicle 11a (11b) fall on the center
portion of the vehicle-vehicle power transmitting and receiving
antenna 22b (22a) provided to the other vehicle 11b (11a) or makes
a spot of light emitted from the light-emitting device 56b (56a)
provided to the other vehicle 11b (11a) fall on the center portion
of the vehicle-vehicle power transmitting and receiving antenna 22a
(22b) provided to the own vehicle 11a (11b), the power transmitting
and receiving device 12a (12b) changes an orientation of the
vehicle-vehicle power transmitting and receiving antenna 22a (22b)
provided to the own vehicle 11a (11b) and/or an orientation of the
vehicle-vehicle power transmitting and receiving antenna 22b (22a)
provided to the other vehicle 11b. By utilizing a spot of light in
this manner, it becomes possible to adjust orientations of the
vehicle-vehicle power transmitting and receiving antennas 22a and
22b at a higher degree of accuracy.
Also, the information center 13 selects a vehicle that transmits
power and/or a vehicle that receives power from the respective
vehicles 11a and 11b by means of the selection processing portion
95. Owing to this configuration, a degree of freedom in selecting
the power-transmitter vehicle and the power-receiver vehicle can be
enhanced. It thus becomes possible to set the power-transmitter
vehicle and the power-receiver vehicle appropriately.
Also, while wireless power transmission and reception is performed
by the vehicle-vehicle power transmitting and receiving antennas
22a and 22b, the power transmitting and receiving devices 12a and
12b automatically controls running of the own vehicle 11a and
running of the other vehicle 11b by means of the running control
processing portion 36a (36b). Owing to this configuration, a
positional relation of the vehicle-vehicle power transmitting and
receiving antennas 22a and 22b having been adjusted so that
orientations thereof mutually oppose is stabilized (a state in
which the vehicle-vehicle power transmitting and receiving antennas
22a and 22b mutually oppose is maintained in a stable manner) while
wireless vehicle-vehicle power transmission and reception is
performed. It thus becomes possible to perform wireless power
transmission and reception between vehicles more efficiently.
Second Embodiment
A second embodiment will now be described with reference to FIG. 17
and FIG. 18. Hereinafter, a description is omitted for contents
common with the first embodiment above and only contents different
from the first embodiment above will be described.
That is, in this embodiment, the information center 13 further
includes a vehicle grouping processing portion 111 as the main
controller 91 runs a system control program. As is shown in FIG.
18, the vehicle grouping processing portion 111 is furnished with a
function of sequentially dividing vehicles entering the power
transmitting and receiving area A into groups each having several
vehicles (for example, each groups has two vehicles). In this case,
the vehicle grouping processing portion 111 groups a vehicle 11c
entering the power transmitting and receiving area A earliest
(first) and a vehicle 11d entering therein next (second) into a
first group G1, and groups a vehicle 11e entering the power
transmitting and receiving area A following the second vehicle 11d
(third) and a vehicle 11f entering therein following the third
vehicle 11e (fourth) into a second group G2.
Then, the main controller 91 of the information center 13 transmits
inter-vehicle distance control information to the vehicles 11c and
11d belonging to the first group G1. This inter-vehicle distance
control information is information to maintain an inter-vehicle
distance D1 between the vehicles 11c and 11d at a predetermined
distance. The inter-vehicle distance control information from the
information center 13 is received at power transmitting and
receiving control devices (not shown) of the respective vehicles
11c and 11d. Hence, while wireless power transmission and reception
is performed between the vehicles 11c and 11d belonging to the
first group G1 by the vehicle-vehicle power transmitting and
receiving antennas within the power transmitting and receiving area
A (running control zone a2), the power transmitting and receiving
control devices control running of the corresponding vehicles 11c
and 11d so as to maintain the inter-vehicle distance D1 between the
vehicles 11c and 11d at a predetermined distance (an inter-vehicle
distance specified by the inter-vehicle distance control
information).
Meanwhile, the main controller 91 of the information center 13
transmits inter-vehicle distance control information to the
vehicles 11e and 11f belonging to the second group G2. This
inter-vehicle distance control information is information to
maintain an inter-vehicle distance D2 between the vehicles 11e and
11f at a predetermined distance. The inter-vehicle distance control
information from the information center 13 is received at power
transmitting and receiving control devices (not shown) of the
respective vehicles 11e and 11f. Hence, while wireless power
transmission and reception is performed between the vehicles 11e
and 11f belonging to the second group G2 by the vehicle-vehicle
power transmitting and receiving antennas within the power
transmitting and receiving area A (running control zone a2), the
power transmitting and receiving control devices control running of
the corresponding vehicles 11e and 11f to maintain the
inter-vehicle distance D2 between the vehicles 11e and 11f at a
predetermined distance (an inter-vehicle distance specified by the
inter-vehicle distance control information).
Also, the main controller 91 of the information center 13 transmits
inter-group distance control information to the vehicle 11d, which
is one of the vehicles 11c and 11d belonging to the first group G1
that is running behind the other, and to the vehicle 11e, which is
one of the vehicles 11e and 11f belonging to the second group G2
that is running in front of the other. The inter-group distance
control information referred to herein is information to maintain
an inter-group distance D3 (in this case, a distance between the
first group G1 and the second group G2) at a predetermined
distance. Upon receipt of the inter-group distance control
information from the information center 13 at the respective
vehicles 11d and 11e, running of the respective vehicles 11d and
11e is controlled so as to maintain the inter-group distance D3 at
a predetermined distance (an inter-group distance specified by the
inter-group distance control information) while wireless power
transmission and reception is performed by the vehicle-vehicle
power transmitting and receiving antennas within the power
transmitting and receiving area A (running control zone a2).
According to this embodiment as described above, an inter-vehicle
distance between vehicles belonging to each group and further a
distance between the respective groups can be maintained adequately
in a case where wireless vehicle-vehicle power transmission and
reception is performed. It thus becomes possible to perform
wireless vehicle-vehicle power transmission and reception
safely.
Other Embodiments
The vehicle-vehicle power transmitting and receiving antenna 22a
(22b), the vehicle-infrastructure power transmitting and receiving
antenna 23a (23b), the vehicle-vehicle information communication
antenna 24a (24b), the vehicle-center information communication
antenna 25a (25b) can be formed integrally, for example, by sharing
a single antenna or in the form of separate modules.
The embodiments above have described power transmission and
reception between vehicles aligned in a longitudinal direction. It
should be appreciated, however, that power transmission and
reception between vehicles aligned side by side in a horizontal
direction is also possible with the use of the left power
transmitting and receiving antenna 22a3 (22b3) and the right power
transmitting and receiving antenna 22a4 (22b4).
By adopting the following contents, the system can achieve further
higher efficiency of wireless vehicle-vehicle power transmission
and reception. Hereinafter, let a vehicle A be a vehicle running in
front of the other vehicle in a moving direction of the respective
vehicles, a vehicle B be a vehicle running behind the other
vehicle, an antenna Aa be a vehicle-vehicle power transmitting and
receiving antenna provided to the vehicle A, and an antenna Ba be a
vehicle-vehicle power transmitting and receiving antenna provided
to the vehicle B.
More specifically, FIG. 19 shows a state shown in FIG. 151D. In
this state, although the antenna Aa of the vehicle A and the
antenna Ba of the vehicle B are parallel to each other, a center
axis AaCL of the antenna Aa (a center line extending in a normal to
the antenna Aa), and a center axis Baa of the antenna Ba (a center
line extending in a normal to the antenna Ba) are displaced (a
state where the both center axes are not mutually opposing). To
correct this displacement, the power transmitting and receiving
devices of the respective vehicles A and B are configured in such a
manner that the both can control running of the corresponding
vehicles A and B to bring the center axis AaCL of the antenna Aa
and the center axis BaCL of the antenna Ba in agreement with each
other (for the both center axes to mutually oppose).
More specifically, the power transmitting and receiving devices of
the respective vehicles A and B are configured in such a manner
that each can perform a running pattern shown in FIG. 20A and a
running pattern shown in FIG. 20B. The running pattern shown in
FIG. 20A is a pattern by which running of the respective vehicles A
and B is controlled in such a manner that the antennas Aa and Ba of
the vehicles A and B, respectively, mutually oppose in parallel at
right angles (substantially 90 degrees) to a vehicle moving
direction (upward in the drawing) while the center axes AaCL and
BaCL of the antennas Aa and Ba, respectively, mutually oppose. On
the other hand, the running pattern shown in FIG. 20B is a pattern
by which running of the respective vehicles A and B is controlled
in such a manner that the antennas Aa and Ba of the vehicles A and
B, respectively, mutually oppose in parallel at an angle other than
right angles (other than substantially 90 degrees) to a vehicle
moving direction while the center axes AaCL and BaCL of the
antennas Aa and Ba, respectively, mutually oppose.
In the running pattern shown in FIG. 20A, in a case where an
inter-vehicle distance between the vehicles A and B (a distance
along a moving direction) varies, it becomes necessary to adjust
and control angles of the respective antennas Aa and Ba in a
vertical direction. On the other hand, because the respective
antennas Aa and Ba are at right angles to a moving direction of the
vehicles A and B, there is no need to adjust and control an angle
in a horizontal direction. In this case, for example, as is shown
in FIG. 21, a need to adjust and control angles of the respective
antennas Aa and Ba in a vertical direction increases with a
difference in height between the installment positions of the
antennas Aa and Ba in the vehicles A and B, respectively. In short,
in the running pattern shown in FIG. 20A, angle control of the
respective antennas Aa and Ba in a case where an inter-vehicle
distance varies is chiefly uniaxial rotation control in a vertical
direction. Herein, upward angles of the respective antennas Aa and
Ba are elevation angles and downward angles are inclination
angles.
Meanwhile, in the running pattern shown in FIG. 20B, in a case
where an inter-vehicle distance between the vehicles A and B
varies, as with the running pattern shown in FIG. 20A, it becomes
necessary to adjust and control angles of the respective antennas
Aa and Ba in a vertical direction. Also, because the respective
antennas Aa and Ba are not at right angles to a moving direction of
the vehicles A and B, it also becomes necessary to adjust and
control angles in a horizontal direction. In short, in the running
pattern shown in FIG. 20B, the angle control of the respective
antennas Aa and Ba in a case where an inter-vehicle distance varies
is biaxial rotation control in a vertical direction and a
horizontal direction. Hence, in comparison with the running pattern
shown in FIG. 20A, angle control of the antennas Aa and Ba when an
inter-vehicle distance varies becomes complex.
In view of the foregoing, the power transmitting and receiving
devices of the respective vehicles adopt the running pattern shown
in FIG. 20A preferentially to the running pattern shown in FIG.
20B. More specifically, the respective power transmitting and
receiving devices preferentially perform the running pattern shown
in FIG. 20A in a case where the respective power transmitting and
receiving devices are able to perform the running pattern shown in
FIG. 20A, that is, in a case where the respective power
transmitting and receiving devices are able to control running of
the corresponding vehicles A and B in such a manner that the
antennas Aa and Ba of the vehicles A and B, respectively, mutually
oppose in parallel at right angles (substantially 90 degrees) to a
vehicle moving direction while the center axes AaCL and Baa of the
antennas Aa and Ba, respectively, mutually oppose.
However, when considerations are given to widths of the respective
vehicles A and B (widths in a horizontal direction orthogonal to a
moving direction) and to a width of a road (road width), there may
be a case where the power transmitting and receiving devices cannot
perform the running pattern shown in FIG. 20A. In particular, in a
case where the road width is substantially equal to the vehicle
width, it is difficult to move the respective vehicles A and B in a
horizontal direction (in a direction of the vehicle width). In such
a case, the power transmitting and receiving devices of the
respective vehicles perform power charging and discharging
according to the running pattern shown in FIG. 20B.
In a case where the road width is sufficiently greater than the
vehicle width, that is, in a case where the vehicles A and B are
allowed to move in a horizontal direction, it becomes possible to
control the running of the vehicles by further dividing the running
pattern.
More specifically, FIGS. 22A through 22D all show different running
patterns. Herein, a center line CL located at a center portion of
the road R in a width direction (a horizontal direction in the
drawing), a right line RL located on the right of the center line
CL with respect to a vehicle moving direction (upward in the
drawing), and a left line LL located on the left of the center line
CL with respect to the vehicle moving direction are drawn on a road
R as running guide lines. A description will now be given to a case
where the antennas Aa and Ba are provided to the vehicles A and B,
respectively in right portions (portion on the right of at least a
center line extending in a longitudinal direction at a center
portion of the vehicle in the width direction).
In the running pattern shown in FIG. 22A, the power transmitting
and receiving devices of the respective vehicles A and B control
running of the corresponding vehicles A and B so that the
corresponding antennas Aa and Ba move onto the center line CL on
the road R.
In the running pattern shown in FIG. 22B, the power transmitting
and receiving devices of the respective vehicles A and B control
running of the corresponding vehicles A and B so that the
corresponding antennas Aa and Ba move onto the right line RL on the
road R.
In the running pattern shown in FIG. 22C, the power transmitting
and receiving devices of the respective vehicles A and B control
running of the corresponding vehicles A and B so that the
corresponding antennas Aa and Ba move onto a virtual line VL, which
is a running guide line set in reference to the right line RL on
the road R.
The running pattern shown in FIG. 22D shows a state where at least
one of the antennas Aa and Ba of the vehicles A and B,
respectively, is not allowed to move onto any one of the running
guide lines (in this case, the center line CL, the right line RL,
the left line LL, and the virtual line VL) drawn on the road R.
Regarding the running pattern shown in FIG. 22B, because the
antennas Aa and Ba are provided to the vehicles A and B,
respectively, on the right portions in this case, this is a running
pattern by which the respective antennas Aa and Ba move onto the
right line RL. However, in a case where the antennas Aa and Ba are
provided to the vehicles A and B, respectively, on the left
portions (portion on the left of at least a center line extending
longitudinally at a center portion of the vehicle in the width
direction), this pattern is a running pattern by which the
respective antennas Aa and Ba move onto the left lines LL. Also,
regarding the running pattern shown in FIG. 22C, in a case where
the antennas Aa and Ba are provided to the vehicles A and B,
respectively, on the left portions, this is a running pattern by
which the respective antennas Aa and Ba move onto a virtual line
(not shown) set in reference to the left line LL on the road R.
A description will now be given to a manner in which the running
patterns shown in FIGS. 22A through 22D are selected depending on a
relation between a width of the road R and the widths of the
respective vehicles A and B with reference to the flowchart shown
in FIG. 23.
Firstly, the power transmitting and receiving devices (main
controllers) of the respective vehicles A and B acquire road
information of the road R on which the vehicles A and B are running
(Step F1). The road information may be pre-stored in storage
devices of the power transmitting and receiving devices of the
respective vehicles A and B or downloaded from the information
center 13 when necessary.
The road information contains road width data (denoted by Wr as
width data of the road R, see FIG. 22A), inter-running-guide-line
distance data (data on a distance between the right line RL and the
center line CL, data on a distance between the left line LL and the
center line CL, and data on a distance between the right line RL
and the left line LL), data denoted by Wrer (see FIG. 22A) on a
distance from a right end of the road R to the right line RL, data
denoted by Wrel (see FIG. 22A) on a distance from a left end of the
road R to the left line LL, and the like.
The respective power transmitting and receiving devices determine
the installed positions of the vehicle-vehicle power transmitting
and receiving antennas of the corresponding vehicles A and B (Step
F2). In this case, there are set at least three positions: a center
installation position coinciding with the center line
longitudinally extending in the center portion of the vehicles in a
horizontal direction, a right installation position that is a
portion on the right of the center line, and a left installation
position that is a portion on the left of the center line. The
respective power transmitting and receiving devices are configured
to mutually exchange installation position information specifying
the installed position (in this case, any one of the center
installation position, the right installation position, and the
left installation position) of the own vehicle-vehicle power
transmitting and receiving antenna. On the basis of the
installation position information, the respective power
transmitting and receiving devices understand the installed
position of the vehicle-vehicle power transmitting and receiving
antenna of the own vehicle and the installed position of the
vehicle-vehicle power transmitting and receiving antenna of the
other vehicle.
In this case, the power transmitting and receiving device of each
vehicle holds data denoted by Lcr (see FIG. 22A) on a distance from
the center position of the vehicle-vehicle power transmitting and
receiving antenna to a right end portion of the vehicle and data
denoted by Lcl (see FIG. 22A) on a distance from the center
position of the vehicle-vehicle power transmitting and receiving
antenna to a left end portion of the vehicle. The power
transmitting and receiving devices of the respective vehicles
determine the installed positions of the vehicle-vehicle power
transmitting and receiving antennas of the corresponding vehicles
in accordance with Equation (1) below using the distance data Lcr
and Lcl (Step F3): Lcl-Lcr<0 Equation (1).
In this case, when Equation (1) above, that is, Lcl-Lcr<0, is
established (Step F3: YES), the power transmitting and receiving
device of this vehicle determines that the installed position of
the vehicle-vehicle transmitting and receiving antenna of this
vehicle is the right installation position or the center
installation position of the vehicle (Step F4). On the contrary, in
a case where Equation (1) above, that is, Lcl-Lcr<0, is not
established (Step F3: NO), the power transmitting and receiving
device of this vehicle determines that the installed position of
the vehicle-vehicle power transmitting and receiving antenna of
this vehicle is the left installation position or the center
installation position of the vehicle (Step F5).
Subsequently, the power transmitting and receiving devices of the
respective vehicles determine whether the installed positions of
the vehicle-vehicle transmitting and receiving antennas of the
corresponding vehicles are the center installation position in
accordance with Equation (2), Equation (3), and Equation (4) as
follows (Step F6): Lc=Lc1+Lcr (2) abs(Lcl-Lc/2)<Ls (3)
abs(Lcr-Lc/2)<Ls (4).
Herein, abs(X) is a function to find an absolute value of a value X
in brackets. Also, Lc is a sum of a distance Lcl from the center
position of the vehicle-vehicle power transmitting and receiving
antenna to the left end portion of the vehicle and a distance Lcr
from the center position of the vehicle-vehicle power transmitting
and receiving antenna to the right end portion. In short, Lc
represents a width of the vehicle (a width in a horizontal
direction orthogonal to a moving direction). Also, Ls is a
reference value indicating that the installed position of the
vehicle-vehicle power transmitting and receiving antenna is the
center installation position.
When both Equation (3) and Equation (4) above are established (Step
F6: YES), the power transmitting and receiving device of this
vehicle determines that the installed position of the
vehicle-vehicle power transmitting and receiving antenna of this
vehicle is the center installation position of the vehicle (Step
F7). On the contrary, when at least one of Equation (3) and
Equation (4) above is not established (Step F6: NO), the power
transmitting and receiving device of this vehicle determines the
installed position of the vehicle-vehicle power transmitting and
receiving antenna of the vehicle using a determination result of
Step F3 described above (Step F8). More specifically, in a case
where Equation (1) above is established (Step F3: YES) and the flow
has proceeded to Step F8 by way of Step F4, the power transmitting
and receiving device of this vehicle determines that the installed
position of the vehicle-vehicle power transmitting and receiving
antenna of this vehicle is the right installation position.
Meanwhile, in a case where Equation (1) is not established (Step
F3: NO) and the flow has proceeded to Step F8 by way of Step F5,
the power transmitting and receiving device of this vehicle
determines that the installed position of the vehicle-vehicle power
transmitting and receiving antenna of this vehicle is the left
installation position.
Subsequently, the power transmitting and receiving devices of the
respective vehicles determine whether the vehicle-vehicle power
transmitting and receiving antennas of the corresponding vehicles
are allowed to move onto the center line CL on the road R in
accordance with Equation (5) as follows (Step F9): Wr/2-Lcl>Wdl
(5)
Herein, Wr is a width of the road R (width of a road orthogonal to
a moving direction of the vehicle). Also, Wd1 is an approach limit
line to the left side of the road R (leftward movable range of the
road R allowed in consideration of safety degree for running, that
is, a leftmost limit to an extent of which the vehicle is allowed
to move leftward on the road R). A positive value is set to Wd1.
Also, a smaller value can be set to Wd1 as running control of the
respective vehicles by the corresponding power transmitting and
receiving devices reaches a higher degree of accuracy. Also, the
power transmitting and receiving device of each vehicle notifies
(transmits) the power transmitting and receiving device of the
other vehicle of a determination result in accordance with Equation
(5) above. Herein, a distance between the leftward approach limit
line Wdl and a rightward approach limit line Wdr described below
may be set to Wr specifying a width of the road R.
In a case where Equation (5) above is established in both the own
vehicle and the other vehicle (Step F9: YES), the power
transmitting and receiving devices of the respective vehicles
control running of the corresponding vehicles A and B according to
the running pattern shown in FIG. 22A so that the antennas Aa and
Ba of the vehicles A and B, respectively, move onto the center line
CL (Step F10).
Meanwhile, in a case where Equation (5) above is not established in
at least one of the own vehicle and the other vehicle (Step F9:
NO), the power transmitting and receiving devices of the respective
vehicles determine whether the vehicle-vehicle power transmitting
and receiving antennas of the corresponding vehicles are allowed to
move onto the right line RL on the road R in accordance with
Equation (6) as follows (Step F11): Wrer-Lcr>Wdr (6).
Herein, Wrer is a distance from the right end portion of the road R
to the right line RL. Also, Lcr is a distance from the center
position of the vehicle-vehicle power transmitting and receiving
antenna to the right end portion of the vehicle. Also, Wdr is an
approach limit line to the right side of the road R (rightward
movable range of the road R allowed in consideration of running
safety degree, that is, a rightmost limit to an extent of which the
vehicle is allowed to move rightward on the road R). A positive
value is set to Wdr. A smaller value can be set to Wdr as running
control of the respective vehicles by the corresponding power
transmitting and receiving devices reaches a higher degree of
accuracy. Also, it is configured in such a manner that the power
transmitting and receiving device of each vehicle notifies
(transmits) the power transmitting and receiving device of the
other vehicle of a determination result in accordance with Equation
(6) above.
In a case where Equation (6) above is established in both of the
own vehicle and the other vehicle (Step F11: YES), the power
transmitting and receiving devices of the respective vehicles
control running of the corresponding vehicles A and B according to
the running pattern shown in FIG. 22B so that the antennas Aa and
Ba of the vehicles A and B, respectively, move onto the right line
RL on the road R (Step F12).
Meanwhile, in a case where Equation (6) above is not established in
at least one of the own vehicle and the other vehicle (Step F11:
NO), the power transmitting and receiving devices of the respective
vehicles determine whether the vehicle-vehicle power transmitting
and receiving antennas of the corresponding vehicles are allowed to
move onto the virtual line VL set in reference to the right line RL
on the road R in accordance with Equation (7) and Equation (8) as
follows (Step F13): D=Wdr-(Wrer-Lcr) (7) Wr-Wrer-(Lcl+D)>Wdl
(8).
More specifically, the power transmitting and receiving device of
each vehicle first founds a value D of the own vehicle (D (own
vehicle)) in accordance with Equation (7) above and notifies
(transmits) the power transmitting and receiving device of the
other vehicle of D (own vehicle) thus found. Hence, the power
transmitting and receiving device of each vehicle holds the value D
notified from the other vehicle as D (other vehicle). The power
transmitting and receiving device of each vehicle then compares the
value D of the own vehicle (D (own vehicle)) with the value D of
the other vehicle (D (other vehicle)), and sets whichever is the
greater as the value D used in Equation (8) above. It may be
configured in such a manner that one power transmitting and
receiving device computes the value D used in Equation (8) above
and transmits the computed value D to the power transmitting and
receiving device of the other vehicle, so that the value D is used
commonly with the other power transmitting and receiving
device.
Subsequently, the power transmitting and receiving devices of the
respective vehicles determine whether Equation (8) above is
established for the own vehicle and notifies (transmits) the power
transmitting and receiving device of the other vehicle of a
determination result.
In a case where Equation (8) above is established in both the own
vehicle and the other vehicle, the power transmitting and receiving
devices of the respective vehicles determine "YES" in Step F13.
Meanwhile, in a case where Equation (8) above is not established in
at least one of the own vehicle and the other vehicle, the power
transmitting and receiving devices of the respective vehicles
determine "NO" in Step F13.
In a case where a determination of "YES" is made in Step F13, the
power transmitting and receiving devices of the respective vehicles
set the virtual line VL at a position spaced by a distance D on the
left side of the right line RL on the road R (Step F14), Then, the
power transmitting and receiving devices of the respective vehicles
control running of the corresponding vehicles A and B by the
running pattern shown in FIG. 22C so that the antennas Aa and Ba of
the vehicles A and B, respectively, move onto the virtual line VL
(Step F15).
On the contrary, in a case where a determination of "NO" is made in
Step F13, the power transmitting and receiving devices of the
respective vehicles determine that it is impossible to move the
antenna Aa and Ba of the vehicles A and B, respectively, onto any
single running guide line (including the virtual line VL). Hence,
the power transmitting and receiving devices of the respective
vehicles control running of the corresponding vehicles A and B by
the running pattern shown in FIG. 22D in a state where both of the
antenna Aa and Ba of the vehicles A and B, respectively, do not
move a single running guide line, that is, in a state where at
least one of the antennas Aa and Ba of the vehicles A and B,
respectively, is moving off the running guide line (Step F16).
In a case where running is controlled by the running pattern shown
in FIG. 22D, abs(D (own vehicle)-D (other vehicle)), which is a
difference between D (own vehicle) and D (other vehicle), is given
as a distance between the respective antennas in a direction
orthogonal to a travel direction (moving direction) of the
respective vehicles, that is, in a width direction of the vehicles
(horizontal direction).
The above has described an example of control in a case where both
of the vehicle A and the vehicle B are provided with the
vehicle-vehicle power transmitting and receiving antennas in the
right portions of the vehicles A and B. In a case where the
vehicle-vehicle power transmitting and receiving antennas of the
respective vehicles are provided to left portions of the respective
vehicles, control is performed according to the contents described
above by reversing left and right.
Also, even in a case where the vehicle-vehicle power transmitting
and receiving antenna is provided to one vehicle in the right
portion of this vehicle and the vehicle-vehicle power transmitting
and receiving antenna is provided to the other vehicle in the left
portion of this vehicle, the system is basically applicable by the
control according to the contents described above. It should be
noted, however, that it is recommendable to perform control as
follows particularly in the case of the running pattern shown in
FIG. 22D.
That is, as is shown in FIG. 24A, when running of the respective
vehicles A and B is controlled so that the vehicle-vehicle power
transmitting and receiving antennas of the respective vehicles A
and B move onto the center line CL on the road R, there may be a
case where the left portion of the vehicle A comes out of the left
end portion of the road R or the right portion of the vehicle B
comes out of the right end portion of the road R. In such a case,
the power transmitting and receiving devices of the respective
vehicles A and B select any one of a running pattern shown in FIG.
24B and a running pattern shown in FIG. 24C.
The running pattern shown in FIG. 24B is a running pattern by which
running of the respective vehicles A and B is controlled so that
right surfaces of the respective vehicles A and B move along a
virtual line VLr set on a slightly inner side than (left side of)
the right end portion of the road R. Also, the running pattern
shown in FIG. 24C is a running pattern by which running of the
respective vehicles A and B is controlled so that left surfaces of
the respective vehicles A and B move along a virtual line VLI set
on a slightly inner side than (right side of) the left end portion
of the road R.
Of the running patterns shown in FIG. 24B and FIG. 24C, the power
transmitting and receiving devices of the respective vehicles A and
B select the running pattern that decreases a distance d between
the respective antennas in a direction orthogonal to a travel
direction (moving direction) of the respective vehicles A and B,
that is, in a width direction (horizontal direction) of the
vehicles A and B. In this case, the distance d in the running
pattern shown in FIG. 24B is found by a difference between Lcr(A),
which is the Lcr of the vehicle A, and Lcr(B), which is the Lcr of
the vehicle B. Also, the distance d in the running pattern shown in
FIG. 24C is found by a difference between Lcl(A), which is the Lcl
of the vehicle A, and Lcl(B), which is the Lcl of the vehicle
B.
Also, as is shown in FIG. 25, it is possible to find angles of
horizontal adjustment, .theta., of the respective antennas Aa and
Ba in accordance with Equation (9) below using a distance Dx
between the respective antennas Aa and Ba in a direction orthogonal
to a travel direction (upward in the drawing) of the respective
vehicles A and B (a width direction of the respective vehicles A
and B and a horizontal direction in the drawing) and an
inter-vehicle distance Dy between the respective vehicles A and B
(a distance between the respective vehicles A and B along the
travel direction, and a distance in a vertical direction in the
drawing): tan .theta.=Dx/Dy (9).
When the installed position of the vehicle-vehicle power
transmitting and receiving antenna is fixed to (standardized at)
the center installation position, uniaxial rotation control in a
vertical direction alone is sufficient for angle control on the
vehicle-vehicle power transmitting and receiving antenna. Hence,
angle control can be simpler.
Also, it may be configured in such a manner that a user can select
any one of the running patterns shown in FIG. 22A and FIG. 22B via
the power transmitting and receiving device while the power
transmitting and receiving device notifies (transmits) the
information center 13 of running pattern information specifying the
selected running pattern, so that the information center 13
extracts a vehicle that matches the selected running pattern (a
vehicle capable of transmitting and receiving power most
efficiently with the vehicle that has transmitted the running
pattern information) and notifies the vehicle that has transmitted
the running pattern information of the vehicle thus extracted.
The above disclosure has the following aspects.
According to an aspect of the present disclosure, a power
transmitting and receiving system for a vehicle includes: an
information communication device for communicating with another
vehicle by transmitting and receiving vehicle positional relation
specifying information, which includes: longitudinal inter-vehicle
distance specifying information for specifying a distance between
the vehicle and the another vehicle in front of or behind the
vehicle; and lateral displacement amount specifying information for
specifying an amount of lateral displacement between the vehicle
and the another vehicle; a power transmitting and receiving
antenna, which has a controllable directionality, transmits
wirelessly an electric power of the vehicle to the another vehicle,
and receives wirelessly an electric power of the another vehicle; a
directionality specifying information transmitting and receiving
device for transmitting directionality specifying information of
the power transmitting and receiving antenna of the vehicle to the
another vehicle and for receiving directionality specifying
information of a power transmitting and receiving antenna of the
another vehicle; and an antenna directionality controller for
controlling the directionality of the power transmitting and
receiving antenna of the vehicle and a directionality of the power
transmitting and receiving antenna of the another vehicle based on
the vehicle positional relation specifying information, the
directionality specifying information of the vehicle, and the
directionality specifying information of the another vehicle so
that the power transmitting and receiving antenna of the vehicle
faces the power transmitting and receiving antenna of the another
vehicle.
In the above system, in a case where wireless vehicle-vehicle power
transmission and reception is performed, the power transmitting and
receiving antennas of the respective vehicles mutually oppose
according to a positional relation of the respective vehicles and
directionalities (i.e., orientations) of the power transmitting and
receiving antennas of the respective vehicles. It thus becomes
possible to efficiently transmit and receive power wirelessly
between vehicles.
Alternatively, the power transmitting and receiving antenna may
transmit and receive the electric power in a resonance induction
manner. Incidentally, in a case where wireless power transmission
and reception is performed by electromagnetic induction, it is
difficult to transmit and receive power unless a distance between
vehicles that are to perform power transmission and reception is
short. Such being the case, according to the power transmitting and
receiving system of the above case, it is configured in such a
manner that wireless power transmission and reception by the power
transmitting and receiving antennas is performed by resonance
induction. Owing to this configuration, it becomes possible to
perform wireless power transmission and reception in a reliable
manner even when there is a relatively long distance (a distance
too far to perform power transmission and reception by
electromagnetic induction) between vehicles that are to perform
power transmission and reception.
Alternatively, the lateral displacement amount specifying
information may include information of a distance between a center
position of the vehicle in a lateral direction and a position of
the power transmitting and receiving antenna. Owing to this
configuration, even in a case where the power transmitting and
receiving antenna is installed at a position displaced from the
center position of the vehicle in a horizontal direction, it
becomes possible to adjust an orientation of the power transmitting
and receiving antenna by taking an amount of this displacement into
account.
Alternatively, the power transmitting and receiving system may
further include: a light-emitting device for emitting spot light
from a center of the power transmitting and receiving antenna; and
a driving controller for controlling a driving condition of the
vehicle and a driving condition of the another vehicle so that the
spot light emitted from the light-emitting device of the vehicle
shines on the center of the power transmitting and receiving
antenna of the another vehicle, or the spot light emitted from the
light-emitting device of the another vehicle shines on the center
of the power transmitting and receiving antenna of the vehicle. The
antenna directionality controller controls the directionality of
the power transmitting and receiving antenna of each of the vehicle
and the another vehicle when the spot light emitted from the
vehicle shines on the center of the power transmitting and
receiving antenna of the another vehicle, or the spot light emitted
from the another vehicle shines on the center of the power
transmitting and receiving antenna of the vehicle. By utilizing a
spot of light in this manner, it becomes possible to adjust an
orientation (i.e., directionality) of the power transmitting and
receiving antenna at a higher degree of accuracy.
Alternatively, the driving controller automatically may control the
driving condition of each of the vehicle and the another vehicle
while the power transmitting and receiving antenna transmits or
receives the electric power. Owing to this configuration, a
positional relation of the power transmitting and receiving
antennas having been adjusted so that orientations thereof mutually
oppose is stabilized while wireless vehicle-vehicle power
transmission and reception is performed. It thus becomes possible
to wirelessly transmit and receive power between vehicles more
efficiently.
Alternatively, the power transmitting and receiving system may
further include: a selector for selecting whether the vehicle
transmits the electric power to the another vehicle or the vehicle
receives the electric power from the another vehicle. Owing to this
configuration, a degree of freedom in selecting a power-transmitter
vehicle and a power-receiver vehicle can be enhanced. It thus
becomes possible to set the power-transmitter vehicle and the
power-receiver vehicle appropriately.
While the present disclosure has been described with reference to
embodiments thereof, it is to be understood that the disclosure is
not limited to the embodiments and constructions. The present
disclosure is intended to cover various modification and equivalent
arrangements. In addition, while the various combinations and
configurations, other combinations and configurations, including
more, less or only a single element, are also within the spirit and
scope of the present disclosure.
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